JP2008105495A - Power output device and hybrid automobile - Google Patents

Power output device and hybrid automobile Download PDF

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Publication number
JP2008105495A
JP2008105495A JP2006288667A JP2006288667A JP2008105495A JP 2008105495 A JP2008105495 A JP 2008105495A JP 2006288667 A JP2006288667 A JP 2006288667A JP 2006288667 A JP2006288667 A JP 2006288667A JP 2008105495 A JP2008105495 A JP 2008105495A
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JP
Japan
Prior art keywords
gear
shaft
motor
power
transmission
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Granted
Application number
JP2006288667A
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Japanese (ja)
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JP4140647B2 (en
Inventor
Hidehiro Oba
秀洋 大庭
Yukihiko Ideshio
幸彦 出塩
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Toyota Motor Corp
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Toyota Motor Corp
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Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Priority to JP2006288667A priority Critical patent/JP4140647B2/en
Priority to DE112007002558.1T priority patent/DE112007002558B4/en
Priority to US12/445,321 priority patent/US8056659B2/en
Priority to CN2007800376319A priority patent/CN101522452B/en
Priority to PCT/JP2007/070439 priority patent/WO2008050684A1/en
Publication of JP2008105495A publication Critical patent/JP2008105495A/en
Application granted granted Critical
Publication of JP4140647B2 publication Critical patent/JP4140647B2/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2064—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes using at least one positive clutch, e.g. dog clutch
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2097—Transmissions using gears with orbital motion comprising an orbital gear set member permanently connected to the housing, e.g. a sun wheel permanently connected to the housing
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Arrangement Of Transmissions (AREA)
  • Structure Of Transmissions (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To provide a power output device and a hybrid automobile having the device, capable of improving power transmission efficiency in a wider operation area. <P>SOLUTION: This hybrid automobile 20 has mutually coaxially arranged engine 22, motors MG1 and MG2 and power distribution integrating mechanism 40, a transmission shaft 93 extending in parallel to first and second motor shafts 45 and 55, first and second connecting gear trains and a clutch C1 capable of selectively connecting a ring gear 42 and a sun gear 41 of the power distribution integrating mechanism 40 to the transmission shaft 93, a speed reduction mechanism 94 connected to the transmission shaft 83 and capable of outputting power from the transmission shaft 93 from a carrier 98 by reducing a speed, and a transmission 90 including a clutch C2 capable of selectively connecting the carrier 98 and the ring gear 42 to a driving shaft. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

本発明は、駆動軸に動力を出力する動力出力装置およびそれを備えたハイブリッド自動車に関する。   The present invention relates to a power output device that outputs power to a drive shaft and a hybrid vehicle including the same.

従来から、この種の動力出力装置として、内燃機関と、２体の電動機と、いわゆるラビニヨ型の遊星歯車機構と、遊星歯車機構の２つの出力要素を選択的に出力軸に連結可能な平行軸式変速機とを備えた動力出力装置が知られている（例えば、特許文献１参照）。また、従来から、内燃機関に接続される入力要素および２つの出力要素を含む遊星歯車装置と、当該遊星歯車機構の対応する出力要素にそれぞれ接続されるカウンタシャフトを含む平行軸式変速機とを備えたものも知られている（例えば、特許文献２参照）。この動力出力装置では、遊星歯車装置の２つの出力要素が電気駆動部の対応したロータの内周にそれぞれ固定されている。なお、従来から、内燃機関に接続された入力要素と、第１モータ・ジェネレータに接続された反力要素と、第２モータ・ジェネレータに接続された出力要素とを含む動力分配機構と、出力部材としてのアクスル軸を動力分配機構の出力要素と反力要素とに選択的に接続させるための２つのクラッチとを備えたものも知られている（例えば、特許文献３参照）。この動力出力装置では、第１モータ・ジェネレータが負回転で力行するようになると、動力分配機構の反力要素が出力部材に接続されると共に出力要素と出力部材との接続が解除されるように２つのクラッチが制御され、それにより、出力部材の動力の一部を用いて第２モータ・ジェネレータが発電した電力により第１モータ・ジェネレータを駆動する動力循環の発生が抑制される。
特開２００５−１５５８９１号公報 特開２００３−１０６３８９号公報 特開２００５−１２５８７６号公報 Conventionally, as this type of power output device, an internal combustion engine, two electric motors, a so-called Ravigneaux type planetary gear mechanism, and a parallel shaft capable of selectively connecting two output elements of the planetary gear mechanism to the output shaft 2. Description of the Related Art A power output device including a transmission is known (see, for example, Patent Document 1). Further, conventionally, a planetary gear device including an input element connected to an internal combustion engine and two output elements, and a parallel shaft transmission including a countershaft respectively connected to a corresponding output element of the planetary gear mechanism. The thing provided is also known (for example, refer patent document 2). In this power output device, the two output elements of the planetary gear device are respectively fixed to the inner periphery of the corresponding rotor of the electric drive unit. Conventionally, a power distribution mechanism including an input element connected to the internal combustion engine, a reaction force element connected to the first motor / generator, and an output element connected to the second motor / generator, and an output member There is also known one that includes two clutches for selectively connecting an axle shaft as an output element and a reaction force element of a power distribution mechanism (see, for example, Patent Document 3). In this power output device, when the first motor / generator is powered by negative rotation, the reaction force element of the power distribution mechanism is connected to the output member and the connection between the output element and the output member is released. The two clutches are controlled, thereby suppressing the occurrence of power circulation that drives the first motor / generator with the electric power generated by the second motor / generator using a part of the power of the output member.
JP-A-2005-155891 JP 2003-106389 A Japanese Patent Laying-Open No. 2005-125876

ここで、上述のような動力出力装置を車両に適用するに際しても、より広範な走行領域において動力の伝達効率を向上させる必要があり、この点で、従来の動力出力装置には、なお改善の余地がある。また、上記特許文献１に記載の動力出力装置は、前輪駆動車両を対象とするものであるが、この動力出力装置のように平行軸式変速機を用いた場合、２体の電動機を平行軸式変速機を構成する複数の駆動側歯車の両側に配置すると動力出力装置の幅方向（平行軸式変速機の軸方向）の寸法が増加してしまう。このため、特許文献１に記載の動力出力装置では、２体の電動機、横置きに配置された内燃機関および遊星歯車機構、ならびに平行軸式変速機が互いに平行に延在することになることから、この動力出力装置は、比較的大きな搭載スペースを要求し、車両への搭載性の面で多少の問題を有している。また、上記特許文献２に記載の動力出力装置は、後輪駆動車両を対象としたものと考えられ、この動力出力装置をそのまま前輪駆動車両に適用することは容易ではない。   Here, when the power output device as described above is applied to a vehicle, it is necessary to improve the power transmission efficiency in a wider travel region. In this respect, the conventional power output device is still improved. There is room. The power output device described in Patent Document 1 is intended for a front-wheel drive vehicle. When a parallel shaft type transmission is used as in the power output device, two motors are connected to a parallel shaft. If it is arranged on both sides of a plurality of drive-side gears constituting the transmission, the size of the power output device in the width direction (the axial direction of the parallel shaft transmission) increases. For this reason, in the power output apparatus described in Patent Document 1, two electric motors, an internal combustion engine and a planetary gear mechanism arranged horizontally, and a parallel shaft transmission extend in parallel with each other. This power output device requires a relatively large mounting space and has some problems in terms of mountability on a vehicle. Further, the power output device described in Patent Document 2 is considered to be intended for a rear wheel drive vehicle, and it is not easy to apply this power output device as it is to a front wheel drive vehicle.

そこで、本発明は、より広範な運転領域において動力の伝達効率を向上させることができる動力出力装置およびそれを備えたハイブリッド自動車の提供を目的の一つとする。また、本発明は、コンパクトで搭載性に優れ、主に前輪を駆動して走行する車両に好適な動力出力装置およびそれを備えたハイブリッド自動車の提供を目的の一つとする。   Accordingly, an object of the present invention is to provide a power output device capable of improving power transmission efficiency in a wider driving range and a hybrid vehicle including the power output device. Another object of the present invention is to provide a power output apparatus that is compact and excellent in mountability, and that is suitable for a vehicle that travels mainly by driving front wheels, and a hybrid vehicle equipped with the power output apparatus.

本発明による動力出力装置およびハイブリッド自動車は、上述の目的を達成するために以下の手段を採っている。   The power output apparatus and the hybrid vehicle according to the present invention employ the following means in order to achieve the above-described object.

本発明による動力出力装置は、
駆動軸に動力を出力する動力出力装置であって、
内燃機関と、
動力を入出力可能な第１電動機と、
動力を入出力可能な第２電動機と、
前記第１電動機の回転軸に接続される第１要素と前記第２電動機の回転軸に接続される第２要素と前記内燃機関の機関軸に接続される第３要素とを含むと共にこれら３つの要素が互いに差動回転できるように構成された動力分配統合機構と、
伝達軸と、この伝達軸に前記動力分配統合機構の前記第１要素と前記第２要素とを選択的に連結可能な第１連結手段と、前記伝達軸に接続される入力要素と出力要素とを有すると共に前記伝達軸からの動力を所定の変速比で変速して前記出力要素から出力可能な変速機構と、前記変速機構の前記出力要素と前記動力分配統合機構の前記第１および第２要素の少なくとも何れか一方とを前記駆動軸に選択的に連結可能な第２連結手段とを含む変速伝達手段と、
を備えるものである。 The power output device according to the present invention is:
A power output device that outputs power to a drive shaft,
An internal combustion engine;
A first electric motor capable of inputting and outputting power;
A second electric motor capable of inputting and outputting power;
A first element connected to the rotating shaft of the first electric motor, a second element connected to the rotating shaft of the second electric motor, and a third element connected to the engine shaft of the internal combustion engine. A power distribution and integration mechanism configured to allow the elements to differentially rotate relative to each other;
A transmission shaft; first coupling means capable of selectively coupling the first element and the second element of the power distribution and integration mechanism to the transmission shaft; an input element and an output element connected to the transmission shaft; And a transmission mechanism capable of shifting the power from the transmission shaft at a predetermined transmission ratio and outputting it from the output element, the output element of the transmission mechanism, and the first and second elements of the power distribution and integration mechanism Shift transmission means including second connection means capable of selectively connecting at least one of the drive shaft and the drive shaft;
Is provided.

この動力出力装置は、伝達軸と、この伝達軸に動力分配統合機構の第１要素と第２要素とを選択的に連結可能な第１連結手段と、伝達軸に接続される入力要素と出力要素とを有すると共に伝達軸からの動力を所定の変速比で変速して出力要素から出力可能な変速機構と、変速機構の出力要素と動力分配統合機構の第１および第２要素の少なくとも何れか一方とを駆動軸に選択的に連結可能な第２連結手段とを含む変速伝達手段を備えるものである。これにより、この動力出力装置では、変速伝達手段の第１連結手段により動力分配統合機構の第１および第２要素の何れか一方を伝達軸に連結した状態で、第２連結手段により変速機構の出力要素と駆動軸とを連結すれば、動力分配統合機構の第１または第２要素からの動力を変速機構により変速した上で駆動軸に出力することができる。また、変速伝達手段の第２連結手段により動力分配統合機構の第１または第２要素の少なくとも何れか一方を駆動軸に連結すれば、第１または第２要素からの動力を駆動軸に直接出力することができる。従って、この変速伝達手段によれば、動力分配統合機構からの動力を複数段階に変速して駆動軸に出力することが可能となる。そして、この動力出力装置では、変速伝達手段の第１連結手段または第２連結手段により動力分配統合機構の第１要素が伝達軸または駆動軸に連結されるときには、出力要素となる第１要素に接続される第１電動機を電動機として機能させ、かつ反力要素となる第２要素に接続される第２電動機を発電機として機能させることが可能となる。また、変速伝達手段の第１連結手段または第２連結手段により動力分配統合機構の第２要素が伝達軸または駆動軸に連結されるときには、出力要素となる第２要素に接続される第２電動機を電動機として機能させ、かつ反力要素となる第１要素に接続される第１電動機を発電機として機能させることが可能となる。これにより、この動力出力装置では、第１連結手段や第２連結手段による連結状態の切り替えを適宜実行することにより、特に電動機として機能する第１または第２電動機の回転数が高まったときに、発電機として機能する第２または第１電動機の回転数が負の値にならないようにして、いわゆる動力循環の発生を抑制することができる。この結果、この動力出力装置によれば、より広範な運転領域において動力の伝達効率を良好に向上させることが可能となる。   The power output apparatus includes a transmission shaft, first connection means capable of selectively connecting the first element and the second element of the power distribution and integration mechanism to the transmission shaft, an input element connected to the transmission shaft, and an output. At least one of a speed change mechanism capable of shifting the power from the transmission shaft at a predetermined speed ratio and outputting it from the output element, an output element of the speed change mechanism, and a first and second element of the power distribution and integration mechanism And a second transmission means capable of selectively connecting one to the drive shaft. As a result, in this power output device, the first connecting means of the speed change transmission means connects one of the first and second elements of the power distribution and integration mechanism to the transmission shaft, and the second connecting means of the speed change mechanism If the output element and the drive shaft are connected, the power from the first or second element of the power distribution and integration mechanism can be shifted by the speed change mechanism and then output to the drive shaft. In addition, if at least one of the first and second elements of the power distribution and integration mechanism is connected to the drive shaft by the second connecting means of the transmission transmission means, the power from the first or second element is directly output to the drive shaft. can do. Therefore, according to this shift transmission means, the power from the power distribution and integration mechanism can be shifted in a plurality of stages and output to the drive shaft. In this power output apparatus, when the first element of the power distribution and integration mechanism is connected to the transmission shaft or the drive shaft by the first connection means or the second connection means of the transmission transmission means, It is possible to cause the connected first electric motor to function as an electric motor and allow the second electric motor connected to the second element serving as a reaction force element to function as a generator. Further, when the second element of the power distribution and integration mechanism is connected to the transmission shaft or the drive shaft by the first connecting means or the second connecting means of the transmission transmission means, the second electric motor connected to the second element serving as the output element Can function as a motor, and the first motor connected to the first element serving as a reaction force element can function as a generator. Thereby, in this power output device, when the number of rotations of the first or second electric motor functioning as an electric motor is increased by appropriately switching the connection state by the first connecting means or the second connecting means, Generation | occurrence | production of what is called power circulation can be suppressed so that the rotation speed of the 2nd or 1st electric motor which functions as a generator may not become a negative value. As a result, according to this power output apparatus, it becomes possible to improve the power transmission efficiency in a wider range of operation.

この場合、前記変速伝達手段の前記伝達軸は前記第１および第２電動機の回転軸と概ね平行に延在し、前記第１および第２電動機は前記内燃機関と概ね同軸に配置され、前記動力分配統合機構は前記第１電動機と前記第２電動機との間に両電動機と概ね同軸に配置されてもよい。このように第１および第２電動機の回転軸と概ね平行に延在する伝達軸を含む変速伝達手段を用いれば、第１および第２連結手段や変速機構を伝達軸の周りにそれと同軸に配置することにより動力出力装置を２軸式のものとして構成可能となり、内燃機関と第１および第２電動機と動力分配統合機構とを概ね同軸に配置しても、動力出力装置の軸方向（幅方向寸法）の増加を抑制することができる。従って、この動力出力装置は、コンパクトで搭載性に優れて主に前輪を駆動して走行する車両に極めて好適なものとなる。   In this case, the transmission shaft of the shift transmission means extends substantially parallel to the rotation shafts of the first and second electric motors, the first and second electric motors are arranged substantially coaxially with the internal combustion engine, and the power The distribution and integration mechanism may be disposed substantially coaxially with both motors between the first motor and the second motor. If the transmission transmission means including the transmission shaft extending substantially parallel to the rotation shafts of the first and second electric motors is used in this way, the first and second coupling means and the transmission mechanism are arranged around the transmission shaft coaxially therewith. As a result, the power output device can be configured as a two-shaft type, and even if the internal combustion engine, the first and second motors, and the power distribution and integration mechanism are arranged substantially coaxially, the axial direction (width direction) of the power output device Increase in size) can be suppressed. Therefore, this power output apparatus is extremely suitable for a vehicle that is compact and excellent in mountability and that mainly travels by driving the front wheels.

また、前記変速伝達手段の前記第１連結手段は、前記第１要素に連結される第１平行軸式ギヤ列と、前記第２要素に連結される第２平行軸式ギヤ列と、前記第１平行軸式ギヤ列と前記伝達軸とが連結される第１要素連結状態と前記第２平行軸式ギヤ列と前記伝達軸とが連結される第２要素連結状態とを選択的に切り替え可能な切替手段とを含むものであってもよい。このように２組の平行軸式ギヤ列と切替手段とにより変速伝達手段の第１連結手段を構成すれば、伝達軸の軸方向における第１連結手段の寸法増加を抑制しながら動力分配統合機構の第１要素と第２要素とを伝達軸に選択的に連結可能とすることができる。また、このように平行軸式ギヤ列を介して動力分配統合機構の第１または第２要素を伝達軸に連結すれば、第１要素または第２要素と伝達軸との間の変速比を自在に設定することが可能となる。   Further, the first connecting means of the speed change transmission means includes a first parallel shaft gear train connected to the first element, a second parallel shaft gear train connected to the second element, It is possible to selectively switch between a first element connection state in which one parallel shaft type gear train and the transmission shaft are connected and a second element connection state in which the second parallel shaft type gear train and the transmission shaft are connected. Switching means may be included. In this way, if the first connecting means of the transmission transmission means is constituted by the two sets of parallel shaft type gear trains and the switching means, the power distribution and integration mechanism while suppressing an increase in the size of the first connecting means in the axial direction of the transmission shaft. The first element and the second element can be selectively coupled to the transmission shaft. Further, if the first or second element of the power distribution and integration mechanism is connected to the transmission shaft via the parallel shaft type gear train in this way, the gear ratio between the first element or the second element and the transmission shaft can be freely set. It becomes possible to set to.

この場合、前記第１連結手段の前記切替手段は、前記第１要素連結状態と前記第２要素連結状態と前記第１平行軸式ギヤ列および前記第２平行軸式ギヤ列の双方が前記伝達軸に連結される両要素連結状態とを選択的に切り替え可能であってもよい。このような切替手段により両要素連結状態が設定されたときには、内燃機関からの動力を固定された変速比で機械的（直接）に駆動軸へと伝達することができる。この結果、この動力出力装置によれば、より一層広範な運転領域において動力の伝達効率を良好に向上させることが可能となる。   In this case, the switching means of the first connecting means transmits the first element connected state, the second element connected state, the first parallel shaft type gear train, and the second parallel shaft type gear train to the transmission. It may be possible to selectively switch between both element connection states connected to the shaft. When the both element coupling state is set by such switching means, the power from the internal combustion engine can be mechanically (directly) transmitted to the drive shaft at a fixed gear ratio. As a result, according to this power output apparatus, it becomes possible to improve the power transmission efficiency satisfactorily in a wider operating range.

更に、前記変速伝達手段の前記第２連結手段は、前記変速機構の前記出力要素と前記駆動軸とが連結される変速機構−駆動軸連結状態と、前記動力分配統合機構の前記第１および第２要素の何れか一方と前記駆動軸とが連結される直結状態と、前記変速機構の前記出力要素と前記動力分配統合機構の前記第１および第２要素の何れか一方とが前記駆動軸に連結される同時連結状態とを選択的に切り替え可能であってもよい。このような第２連結手段により同時連結状態が設定されたときにも、内燃機関からの動力を固定された変速比で機械的（直接）に駆動軸へと伝達することができる。この結果、この動力出力装置によれば、より一層広範な運転領域において動力の伝達効率を良好に向上させることが可能となる。   Further, the second connecting means of the speed change transmission means includes a speed change mechanism-drive shaft connection state in which the output element of the speed change mechanism and the drive shaft are connected, and the first and first of the power distribution and integration mechanism. A direct connection state in which any one of the two elements is connected to the drive shaft, and the output element of the transmission mechanism and any one of the first and second elements of the power distribution and integration mechanism are connected to the drive shaft. The simultaneous connection state to be connected may be selectively switched. Even when the simultaneous connection state is set by such second connection means, the power from the internal combustion engine can be mechanically (directly) transmitted to the drive shaft at a fixed gear ratio. As a result, according to this power output apparatus, it becomes possible to improve the power transmission efficiency satisfactorily in a wider operating range.

また、本発明による動力出力装置は、前記第１電動機の回転軸と前記第２電動機の回転軸との何れか一方を回転不能に固定可能な固定手段を更に備えてもよい。これにより、固定手段に対応していない第１または第２電動機に接続される動力分配統合機構の第１または第２要素が変速伝達手段の第１連結手段または第２連結手段によって伝達軸または駆動軸に連結されているときに、固定手段に対応した第２または第１電動機の回転軸を当該固定手段により回転不能に固定すれば、内燃機関からの動力を固定された変速比で機械的（直接）に駆動軸へと伝達することができる。従って、この動力出力装置によれば、より一層広範な運転領域において動力の伝達効率を良好に向上させることが可能となる。   In addition, the power output apparatus according to the present invention may further include a fixing unit that can fix any one of the rotating shaft of the first motor and the rotating shaft of the second motor so as not to rotate. As a result, the first or second element of the power distribution and integration mechanism connected to the first or second electric motor that does not correspond to the fixing means is transmitted or driven by the first connection means or the second connection means of the transmission transmission means. When the rotation shaft of the second or first electric motor corresponding to the fixing means is fixed to be non-rotatable by the fixing means when connected to the shaft, the power from the internal combustion engine is mechanically maintained at a fixed gear ratio ( Directly) to the drive shaft. Therefore, according to this power output device, it is possible to satisfactorily improve power transmission efficiency in a wider operating range.

更に、本発明による動力出力装置は、前記第１電動機と前記第１要素との接続および該接続の解除と、前記第２電動機と前記第２要素との接続および該接続の解除と、前記内燃機関と前記第３要素との接続および該接続の解除との何れかを実行可能な接続断接手段を更に備えてもよい。このような接続断接手段を備えた動力出力装置では、接続断接手段に上記接続を解除させれば、動力分配統合機構の機能により内燃機関を実質的に第1および第２電動機や変速伝達手段から切り離すことが可能となる。これにより、この動力出力装置では、接続断接手段に上記接続を解除させると共に内燃機関を停止させれば、第１および第２電動機の少なくとも何れかからの動力を変速伝達手段の変速状態（変速比）の変更を伴って駆動軸に効率よく伝達することが可能となる。従って、この動力出力装置によれば、第１および第２電動機に要求される最大トルク等を低下させることが可能となり、第１および第２電動機のより一層の小型化を図ることができる。   Furthermore, the power output apparatus according to the present invention includes a connection between the first motor and the first element and a release of the connection, a connection between the second motor and the second element and a release of the connection, and the internal combustion engine. There may be further provided a connection / disconnection means capable of executing either connection between the engine and the third element or release of the connection. In the power output apparatus provided with such connection / disconnection means, if the connection / disconnection means releases the connection, the internal combustion engine is substantially made to function as the first and second electric motors and the transmission gear by the function of the power distribution and integration mechanism. It becomes possible to separate from the means. As a result, in this power output device, if the connection / disconnection means releases the connection and stops the internal combustion engine, the power from at least one of the first and second motors is transferred to the speed change state (speed change) of the speed change transmission means. It is possible to efficiently transmit to the drive shaft with a change in the ratio. Therefore, according to this power output apparatus, it is possible to reduce the maximum torque required for the first and second electric motors, and it is possible to further reduce the size of the first and second electric motors.

また、前記変速伝達手段の前記変速機構は、前記伝達軸から前記入力要素に入力された動力を所定の減速比で減速して前記出力要素から出力可能な減速機構であってもよい。この場合、前記変速伝達手段の前記変速機構は、３要素式遊星歯車機構であってもよい。これにより、変速伝達手段をよりコンパクトに構成することが可能となる。   Further, the speed change mechanism of the speed change transmission means may be a speed reduction mechanism capable of decelerating the power input from the transmission shaft to the input element at a predetermined reduction ratio and outputting the power from the output element. In this case, the transmission mechanism of the transmission transmission means may be a three-element planetary gear mechanism. As a result, the shift transmission means can be configured more compactly.

更に、前記動力分配統合機構の前記第１および第２要素のうちの前記機関軸に接続される前記第３要素からより大きなトルクが入力される一方は、前記第１電動機または前記第２電動機の回転軸の回転を減速する減速手段を介して前記第１電動機または前記第２電動機に接続されてもよい。このように、動力分配統合機構の第１および第２要素のうち、内燃機関からのトルクの分配比率が大きい方を減速手段を介して第１または第２電動機と接続すれば、減速手段に接続された第１または第２電動機のトルク負担をより効果的に軽減して、当該電動機を小型化すると共にその動力損失の低減化を図ることが可能となる。   Further, one of the first and second elements of the power distribution and integration mechanism to which a larger torque is input from the third element connected to the engine shaft is the first motor or the second motor. You may connect to the said 1st electric motor or the said 2nd electric motor via the deceleration means which decelerates rotation of a rotating shaft. In this way, if the one with the larger torque distribution ratio from the internal combustion engine is connected to the first or second electric motor via the speed reduction means, the power distribution integration mechanism is connected to the speed reduction means. It is possible to more effectively reduce the torque burden on the first or second electric motor, thereby reducing the size of the electric motor and reducing the power loss.

この場合、前記動力分配統合機構は、サンギヤと、リングギヤと、前記サンギヤおよび前記リングギヤの双方と噛合するピニオンギヤを少なくとも１つ保持するキャリアとを含むシングルピニオン式遊星歯車機構であり、前記第１要素は前記サンギヤおよび前記リングギヤの何れか一方であると共に前記第２要素は前記サンギヤおよび前記リングギヤの他方であり、前記第３要素は前記キャリアであり、前記サンギヤの歯数を前記リングギヤの歯数で除した値である前記動力分配統合機構のギヤ比をρとしたときに、前記減速手段は、減速比がρ近傍の値となるように構成されると共に前記第１または第２電動機と前記リングギヤとの間に配置されてもよい。このような諸元の動力分配統合機構においては、サンギヤに比べてリングギヤに対する内燃機関からのトルクの分配比率が大きくなる。従って、リングギヤと第１または第２電動機との間に減速手段を配置することにより、当該第１または第２電動機の小型化とその動力損失の低減化を図ることが可能となる。また、減速手段の減速比をρ近傍の値とすれば、第１および第２電動機の諸元を概ね同一のものとすることが可能となるので、動力出力装置の生産性を向上させると共にコストの低減化を図ることができる。   In this case, the power distribution and integration mechanism is a single pinion type planetary gear mechanism including a sun gear, a ring gear, and a carrier that holds at least one pinion gear that meshes with both the sun gear and the ring gear, and the first element Is one of the sun gear and the ring gear, the second element is the other of the sun gear and the ring gear, the third element is the carrier, and the number of teeth of the sun gear is the number of teeth of the ring gear. When the gear ratio of the power distribution and integration mechanism, which is a divided value, is ρ, the reduction means is configured such that the reduction ratio is a value in the vicinity of ρ, and the first or second electric motor and the ring gear Between the two. In such a power distribution and integration mechanism of various specifications, the distribution ratio of torque from the internal combustion engine to the ring gear is larger than that of the sun gear. Therefore, by disposing the speed reduction means between the ring gear and the first or second motor, it becomes possible to reduce the size of the first or second motor and reduce its power loss. Further, if the speed reduction ratio of the speed reduction means is set to a value in the vicinity of ρ, the specifications of the first and second motors can be made substantially the same, which improves the productivity of the power output device and reduces the cost. Can be reduced.

また、前記動力分配統合機構は、サンギヤと、リングギヤと、互いに噛合すると共に一方が前記サンギヤと他方が前記リングギヤと噛合する２つのピニオンギヤの組を少なくとも１組保持するキャリアとを含むダブルピニオン式遊星歯車機構であり、前記第１要素は前記サンギヤおよび前記キャリアの何れか一方であると共に前記第２要素は前記サンギヤおよび前記キャリアの他方であり、前記第３要素は前記リングギヤであってもよい。この場合、前記動力分配統合機構は、前記サンギヤの歯数を前記リングギヤの歯数で除した値である該動力分配統合機構のギヤ比をρとしたときに、ρ＜０．５となるように構成され、前記減速手段は、減速比がρ／（１−ρ）近傍の値となるように構成されると共に前記第１電動機または前記第２電動機と前記キャリアとの間に配置されてもよい。このような諸元の動力分配統合機構においては、サンギヤに比べてキャリアに対する内燃機関からのトルクの分配比率が大きくなる。従って、キャリアと第１または第２電動機との間に減速手段を配置することにより、当該第１または第２電動機の小型化とその動力損失の低減化を図ることが可能となる。また、減速手段の減速比をρ／（１−ρ）近傍の値とすれば、第１および第２電動機の諸元を概ね同一のものとすることが可能となるので、動力出力装置の生産性を向上させると共にコストの低減化を図ることができる。更に、ダブルピニオン式遊星歯車機構である動力分配統合機構は、前記サンギヤの歯数を前記リングギヤの歯数で除した値である該動力分配統合機構のギヤ比をρとしたときに、ρ＞０．５となるように構成されてもよく、この場合、前記減速手段は、減速比が（１−ρ）／ρ近傍の値となるように構成されると共に前記第１電動機または前記第２電動機と前記サンギヤとの間に配置されてもよい。   The power distribution and integration mechanism includes a sun gear, a ring gear, and a carrier that holds at least one set of two pinion gears that mesh with each other and one meshes with the sun gear and the other meshes with the ring gear. In the gear mechanism, the first element may be one of the sun gear and the carrier, the second element may be the other of the sun gear and the carrier, and the third element may be the ring gear. In this case, the power distribution and integration mechanism is such that ρ <0.5 when the gear ratio of the power distribution and integration mechanism, which is a value obtained by dividing the number of teeth of the sun gear by the number of teeth of the ring gear, is ρ. And the speed reduction means is configured such that the speed reduction ratio becomes a value in the vicinity of ρ / (1-ρ) and is arranged between the first motor or the second motor and the carrier. Good. In the power distribution and integration mechanism of such specifications, the distribution ratio of the torque from the internal combustion engine to the carrier is larger than that of the sun gear. Therefore, by disposing the speed reduction means between the carrier and the first or second motor, it is possible to reduce the size of the first or second motor and reduce its power loss. Further, if the reduction ratio of the reduction means is set to a value in the vicinity of ρ / (1-ρ), the specifications of the first and second motors can be made substantially the same. The cost can be reduced while improving the performance. Further, the power distribution and integration mechanism, which is a double pinion planetary gear mechanism, is configured such that when the gear ratio of the power distribution and integration mechanism, which is a value obtained by dividing the number of teeth of the sun gear by the number of teeth of the ring gear, is ρ> In this case, the speed reduction means is configured so that the speed reduction ratio becomes a value in the vicinity of (1-ρ) / ρ, and the first motor or the second You may arrange | position between an electric motor and the said sun gear.

本発明によるハイブリッド自動車は、上記何れかの動力出力装置を備え、前記駆動軸からの動力により駆動される駆動輪を含むものである。このハイブリッド自動車に搭載される動力出力装置は、より広範な運転領域において動力の伝達効率を向上可能なものであるから、このハイブリッド自動車では燃費と走行性能とを良好に向上させることができる。   A hybrid vehicle according to the present invention includes any one of the power output devices described above, and includes drive wheels that are driven by power from the drive shaft. Since the power output apparatus mounted on the hybrid vehicle can improve power transmission efficiency in a wider driving range, the hybrid vehicle can improve fuel efficiency and running performance satisfactorily.

次に、本発明を実施するための最良の形態を実施例を用いて説明する。   Next, the best mode for carrying out the present invention will be described using examples.

図１は、本発明の一実施例に係るハイブリッド自動車２０の概略構成図である。同図に示すハイブリッド自動車２０は、前輪駆動車両として構成されており、車両前部に配置されるエンジン２２と、エンジン２２の出力軸であるクランクシャフト２６に接続された動力分配統合機構（差動回転機構）４０と、エンジン２２のクランクシャフト２６と同軸に配置されると共に動力分配統合機構４０に接続された発電可能なモータＭＧ１と、エンジン２２およびモータＭＧ１と同軸に配置されると共に減速ギヤ機構５０を介して動力分配統合機構４０に接続された発電可能なモータＭＧ２と、動力分配統合機構４０からの動力を変速状態の変更を伴ってギヤ機構６１に含まれる駆動軸６０に伝達可能な変速機９０と、ハイブリッド自動車２０の全体をコントロールするハイブリッド用電子制御ユニット（以下、「ハイブリッドＥＣＵ」という）７０等とを備えるものである。   FIG. 1 is a schematic configuration diagram of a hybrid vehicle 20 according to an embodiment of the present invention. A hybrid vehicle 20 shown in the figure is configured as a front-wheel drive vehicle, and includes a power distribution and integration mechanism (differential) connected to an engine 22 disposed in the front portion of the vehicle and a crankshaft 26 that is an output shaft of the engine 22. Rotation mechanism) 40, motor MG1 capable of generating electricity that is coaxially arranged with crankshaft 26 of engine 22 and connected to power distribution and integration mechanism 40, and reduction gear mechanism that is coaxially arranged with engine 22 and motor MG1 A motor MG2 capable of generating power connected to the power distribution and integration mechanism 40 via the power transmission mechanism 50, and a shift capable of transmitting the power from the power distribution and integration mechanism 40 to the drive shaft 60 included in the gear mechanism 61 with a change in the shift state. The hybrid electronic control unit (hereinafter referred to as “hybrid”) that controls the aircraft 90 and the entire hybrid vehicle 20 CU "hereinafter) in which and a 70, and the like.

エンジン２２は、ガソリンや軽油といった炭化水素系燃料の供給を受けて動力を出力する内燃機関であり、エンジン用電子制御ユニット（以下、「エンジンＥＣＵ」という）２４から燃料噴射量や点火時期、吸入空気量等の制御を受けている。エンジンＥＣＵ２４には、エンジン２２に対して設けられて当該エンジン２２の運転状態を検出する各種センサからの信号が入力される。そして、エンジンＥＣＵ２４は、ハイブリッドＥＣＵ７０と通信しており、ハイブリッドＥＣＵ７０からの制御信号や上記センサからの信号等に基づいてエンジン２２を運転制御すると共に必要に応じてエンジン２２の運転状態に関するデータをハイブリッドＥＣＵ７０に出力する。   The engine 22 is an internal combustion engine that outputs power when supplied with hydrocarbon fuel such as gasoline or light oil. The engine 22 controls the fuel injection amount, ignition timing, and suction from an engine electronic control unit (hereinafter referred to as “engine ECU”) 24. The air volume is controlled. The engine ECU 24 receives signals from various sensors that are provided for the engine 22 and detect the operating state of the engine 22. The engine ECU 24 communicates with the hybrid ECU 70 to control the operation of the engine 22 based on a control signal from the hybrid ECU 70, a signal from the sensor, and the like, and to transmit data on the operation state of the engine 22 as necessary. It outputs to ECU70.

モータＭＧ１およびモータＭＧ２は、何れも発電機として作動すると共に電動機として作動可能な周知の同期発電電動機として構成されており、インバータ３１，３２を介して二次電池であるバッテリ３５と電力のやり取りを行なう。インバータ３１，３２とバッテリ３５とを接続する電力ライン３９は、各インバータ３１，３２が共用する正極母線および負極母線として構成されており、モータＭＧ１，ＭＧ２の何れか一方により発電される電力を他方のモータで消費できるようになっている。従って、バッテリ３５は、モータＭＧ１，ＭＧ２の何れかから生じた電力や不足する電力により充放電されることになり、モータＭＧ１，ＭＧ２により電力収支のバランスをとるものとすれば充放電されないことになる。モータＭＧ１，ＭＧ２は、何れもモータ用電子制御ユニット（以下、「モータＥＣＵ」という）３０により駆動制御される。モータＥＣＵ３０には、モータＭＧ１，ＭＧ２を駆動制御するために必要な信号、例えばモータＭＧ１，ＭＧ２の回転子の回転位置を検出する回転位置検出センサ３３，３４からの信号や、図示しない電流センサにより検出されるモータＭＧ１，ＭＧ２に印加される相電流等が入力されており、モータＥＣＵ３０からは、インバータ３１，３２へのスイッチング制御信号等が出力される。モータＥＣＵ３０は、回転位置検出センサ３３，３４から入力した信号に基づいて図示しない回転数算出ルーチンを実行し、モータＭＧ１，ＭＧ２の回転子の回転数Ｎｍ１，Ｎｍ２を計算している。また、モータＥＣＵ３０は、ハイブリッドＥＣＵ７０と通信しており、ハイブリッドＥＣＵ７０からの制御信号等に基づいてモータＭＧ１，ＭＧ２を駆動制御すると共に必要に応じてモータＭＧ１，ＭＧ２の運転状態に関するデータをハイブリッドＥＣＵ７０に出力する。   Both the motor MG1 and the motor MG2 are configured as well-known synchronous generator motors that operate as a generator and can operate as a motor, and exchange power with a battery 35 that is a secondary battery via inverters 31 and 32. Do. The power line 39 connecting the inverters 31 and 32 and the battery 35 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 31 and 32, and the electric power generated by one of the motors MG1 and MG2 is supplied to the other. It can be consumed with the motor. Therefore, the battery 35 is charged / discharged by electric power generated from one of the motors MG1 and MG2 or insufficient power, and is not charged / discharged if the balance of electric power is balanced by the motors MG1 and MG2. Become. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as “motor ECU”) 30. The motor ECU 30 receives signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 33 and 34 for detecting the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The detected phase current applied to the motors MG1 and MG2 and the like are input, and the motor ECU 30 outputs a switching control signal and the like to the inverters 31 and 32. The motor ECU 30 executes a rotation speed calculation routine (not shown) based on signals input from the rotation position detection sensors 33 and 34, and calculates the rotation speeds Nm1 and Nm2 of the rotors of the motors MG1 and MG2. Further, the motor ECU 30 communicates with the hybrid ECU 70, and controls the drive of the motors MG1, MG2 based on a control signal from the hybrid ECU 70, and transmits data related to the operating state of the motors MG1, MG2 to the hybrid ECU 70 as necessary. Output.

バッテリ３５は、バッテリ用電子制御ユニット（以下、「バッテリＥＣＵ」という）３６によって管理されている。バッテリＥＣＵ３６には、バッテリ３５を管理するのに必要な信号、例えば、バッテリ３５の端子間に設置された図示しない電圧センサからの端子間電圧、バッテリ３５の出力端子に接続された電力ライン３９に取り付けられた図示しない電流センサからの充放電電流、バッテリ３５に取り付けられた温度センサ３７からのバッテリ温度Ｔｂ等が入力されている。バッテリＥＣＵ３６は、必要に応じてバッテリ３５の状態に関するデータを通信によりハイブリッドＥＣＵ７０やエンジンＥＣＵ２４に出力する。更に、バッテリＥＣＵ３６は、バッテリ３５を管理するために電流センサにより検出された充放電電流の積算値に基づいて残容量ＳＯＣも算出している。   The battery 35 is managed by a battery electronic control unit (hereinafter referred to as “battery ECU”) 36. The battery ECU 36 receives signals necessary for managing the battery 35, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 35, and a power line 39 connected to the output terminal of the battery 35. A charging / discharging current from an attached current sensor (not shown), a battery temperature Tb from a temperature sensor 37 attached to the battery 35, and the like are input. The battery ECU 36 outputs data related to the state of the battery 35 to the hybrid ECU 70 and the engine ECU 24 by communication as necessary. Further, the battery ECU 36 calculates the remaining capacity SOC based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 35.

動力分配統合機構４０は、モータＭＧ１，ＭＧ２、減速ギヤ機構５０、変速機９０と共に図示しないトランスミッションケースに収容され、エンジン２２から所定距離を隔ててクランクシャフト２６と同軸に配置される。実施例の動力分配統合機構４０は、外歯歯車のサンギヤ４１と、その内周に形成された内歯と外周に形成された外歯とを有すると共にサンギヤ４１と同心円上に配置されるリングギヤ４２と、サンギヤ４１およびリングギヤ４２の内歯の双方と噛合するピニオンギヤ４３を複数保持するキャリア４４とを含み、サンギヤ４１（第２要素）とリングギヤ４２（第１要素）とキャリア４４（第３要素）とが互いに差動回転できるように構成されたシングルピニオン式遊星歯車機構である。実施例において、動力分配統合機構４０は、そのギヤ比ρ（サンギヤ４１の歯数をリングギヤ４２の歯数で除した値）がρ＜０．５となるように構成されている。動力分配統合機構４０の第２要素たるサンギヤ４１には、当該サンギヤ４１からエンジン２２とは反対側に延びるサンギヤ軸４１ａおよび第１モータ軸４５を介して第２電動機としてのモータＭＧ１（ロータ）が接続されている。また、第１要素たるリングギヤ４２には、動力分配統合機構４０のエンジン２２側に配置される減速ギヤ機構５０および当該減速ギヤ機構５０（サンギヤ５１）からエンジン２２に向けて延びる中空の第２モータ軸５５を介して第１電動機としてのモータＭＧ２（中空のロータ）が接続されている。更に、第３要素たるキャリア４４には、第２モータ軸５５およびモータＭＧ２を通って延びるキャリア軸４４ａおよびダンパ２８を介してエンジン２２のクランクシャフト２６が接続されている。これにより、実施例のハイブリッド自動車２０では、エンジン２２，モータＭＧ１，ＭＧ２、動力分配統合機構４０、減速ギヤ機構５０という構成要素が、図中右からエンジン２２、モータＭＧ２、減速ギヤ機構５０、動力分配統合機構４０、モータＭＧ１という順番で互いに同軸に配置されることになる。   The power distribution and integration mechanism 40 is housed in a transmission case (not shown) together with the motors MG1 and MG2, the reduction gear mechanism 50, and the transmission 90, and is arranged coaxially with the crankshaft 26 at a predetermined distance from the engine 22. The power distribution and integration mechanism 40 of the embodiment has a sun gear 41 of an external gear, an inner tooth formed on the inner periphery and an outer tooth formed on the outer periphery, and a ring gear 42 disposed concentrically with the sun gear 41. And a carrier 44 that holds a plurality of pinion gears 43 that mesh with both the inner teeth of the sun gear 41 and the ring gear 42, and includes a sun gear 41 (second element), a ring gear 42 (first element), and a carrier 44 (third element). Is a single pinion type planetary gear mechanism configured to be capable of differential rotation with respect to each other. In the embodiment, the power distribution and integration mechanism 40 is configured such that the gear ratio ρ (the value obtained by dividing the number of teeth of the sun gear 41 by the number of teeth of the ring gear 42) is ρ <0.5. The sun gear 41 as the second element of the power distribution and integration mechanism 40 has a motor MG1 (rotor) as a second electric motor via a sun gear shaft 41a extending from the sun gear 41 to the opposite side of the engine 22 and a first motor shaft 45. It is connected. The ring gear 42 as the first element includes a reduction gear mechanism 50 disposed on the engine 22 side of the power distribution and integration mechanism 40 and a hollow second motor extending from the reduction gear mechanism 50 (sun gear 51) toward the engine 22. A motor MG2 (hollow rotor) as a first electric motor is connected via a shaft 55. Further, the crankshaft 26 of the engine 22 is connected to the carrier 44 as the third element through a carrier shaft 44a extending through the second motor shaft 55 and the motor MG2 and the damper 28. As a result, in the hybrid vehicle 20 of the embodiment, the components such as the engine 22, the motors MG1, MG2, the power distribution and integration mechanism 40, and the reduction gear mechanism 50 are arranged from the right in the figure, and the engine 22, the motor MG2, the reduction gear mechanism 50, The distribution and integration mechanism 40 and the motor MG1 are arranged coaxially with each other in this order.

減速ギヤ機構５０は、外歯歯車のサンギヤ５１と、このサンギヤ５１と同心円上に配置される内歯歯車のリングギヤ５２と、サンギヤ５１およびリングギヤ５２の双方と噛合する複数のピニオンギヤ５３と、複数のピニオンギヤ５３を自転かつ公転自在に保持するキャリア５４とを備えるシングルピニオン式遊星歯車機構である。実施例において、減速ギヤ機構５０は、その減速比（サンギヤ５１の歯数／リングギヤ５２の歯数）が動力分配統合機構４０のギヤ比ρ近傍の値となるように構成されている。減速ギヤ機構５０のサンギヤ５１は、上述の第２モータ軸５５を介してモータＭＧ２のロータに接続されている。また、減速ギヤ機構５０のリングギヤ５２は、動力分配統合機構４０のリングギヤ４２に固定され、これにより減速ギヤ機構５０は動力分配統合機構４０と実質的に一体化される。そして、減速ギヤ機構５０のキャリア５４は、トランスミッションケースに対して固定されている。従って、減速ギヤ機構５０の作用により、モータＭＧ２からの動力が減速されて動力分配統合機構４０のリングギヤ４２に入力されると共に、リングギヤ４２からの動力が増速されてモータＭＧ２に入力されることになる。なお、実施例のように、減速ギヤ機構５０をモータＭＧ２と動力分配統合機構４０との間に配置して動力分配統合機構４０と一体化させれば、動力出力装置をより一層コンパクト化することができる。   The reduction gear mechanism 50 includes an external gear sun gear 51, an internal gear ring gear 52 arranged concentrically with the sun gear 51, a plurality of pinion gears 53 that mesh with both the sun gear 51 and the ring gear 52, and a plurality of gears. This is a single pinion type planetary gear mechanism including a carrier 54 that holds the pinion gear 53 so as to rotate and revolve. In the embodiment, the reduction gear mechanism 50 is configured such that the reduction ratio (the number of teeth of the sun gear 51 / the number of teeth of the ring gear 52) is a value near the gear ratio ρ of the power distribution and integration mechanism 40. The sun gear 51 of the reduction gear mechanism 50 is connected to the rotor of the motor MG2 via the second motor shaft 55 described above. Further, the ring gear 52 of the reduction gear mechanism 50 is fixed to the ring gear 42 of the power distribution integration mechanism 40, whereby the reduction gear mechanism 50 is substantially integrated with the power distribution integration mechanism 40. The carrier 54 of the reduction gear mechanism 50 is fixed to the transmission case. Accordingly, the power from the motor MG2 is decelerated and input to the ring gear 42 of the power distribution and integration mechanism 40 by the action of the reduction gear mechanism 50, and the power from the ring gear 42 is accelerated and input to the motor MG2. become. If the reduction gear mechanism 50 is arranged between the motor MG2 and the power distribution integration mechanism 40 and integrated with the power distribution integration mechanism 40 as in the embodiment, the power output device can be made more compact. Can do.

また、図１に示すように、サンギヤ軸４１ａと第１モータ軸４５との間には、両者の接続および当該接続の解除を実行する接続断接手段として機能すると共に、モータＭＧ１の回転軸たる第１モータ軸４５（リングギヤ４２）を回転不能に固定可能な固定手段として機能するクラッチＣ０が設けられている。実施例において、クラッチＣ０は、例えば、サンギヤ軸４１ａの先端（図中左端）に固定されたドグと、第１モータ軸４５の先端（図中右端）に固定されたドグと、トランスミッションケースに固定された固定用ドグ４６と、これらのドグと噛合可能であると共に電気式、電磁式あるいは油圧式のアクチュエータ１００により駆動される係合部材とを含むドグクラッチとして構成され、図１に示すように、係合部材の位置であるクラッチポジションを「Ｒポジション」、「Ｍポジション」および「Ｌポジション」に選択的に切り替え可能である。すなわち、実施例のクラッチＣ０のクラッチポジションがＲポジションに設定されると、係合部材を介したサンギヤ軸４１ａのドグと第１モータ軸４５のドグとの連結すなわちモータＭＧ１と動力分配統合機構４０のサンギヤ４１との接続が解除される。このように、クラッチＣ０によるサンギヤ軸４１ａと第１モータ軸４５との接続を解除した際には、第２電動機としてのモータＭＧ１と動力分配統合機構４０の第２要素たるサンギヤ４１との接続が解除されることになり、動力分配統合機構４０の機能によりエンジン２２を実質的にモータＭＧ１，ＭＧ２や変速機９０から切り離すことが可能となる。また、クラッチＣ０のクラッチポジションがＭポジションに設定されると、係合部材を介してサンギヤ軸４１ａのドグと第１モータ軸４５のドグとがより少ない損失で連結され、それによりモータＭＧ１と動力分配統合機構４０のサンギヤ４１とが接続されることになる。そして、クラッチＣ０のクラッチポジションがＬポジションに設定されると、係合部材を介してサンギヤ軸４１ａのドグと第１モータ軸４５のドグと固定用ドグ４６とがより少ない損失で連結され、それにより、動力分配統合機構４０の第２要素たるサンギヤ４１や第１モータ軸４５（モータＭＧ２）を回転不能に固定することが可能となる。   Further, as shown in FIG. 1, between the sun gear shaft 41a and the first motor shaft 45, it functions as a connection / disconnection means for executing connection / disconnection of the both, and is a rotation shaft of the motor MG1. A clutch C0 is provided that functions as a fixing means that can fix the first motor shaft 45 (ring gear 42) in a non-rotatable manner. In the embodiment, the clutch C0 is fixed to the transmission case, for example, a dog fixed to the tip (left end in the drawing) of the sun gear shaft 41a, a dog fixed to the tip (right end in the drawing) of the first motor shaft 45. 1 is configured as a dog clutch including an engaging member that can be engaged with the dogs and driven by an electric, electromagnetic, or hydraulic actuator 100, as shown in FIG. The clutch position which is the position of the engaging member can be selectively switched between “R position”, “M position” and “L position”. That is, when the clutch position of the clutch C0 of the embodiment is set to the R position, the coupling of the dog of the sun gear shaft 41a and the dog of the first motor shaft 45 via the engaging member, that is, the motor MG1 and the power distribution and integration mechanism 40 The connection with the sun gear 41 is released. As described above, when the connection between the sun gear shaft 41a and the first motor shaft 45 by the clutch C0 is released, the connection between the motor MG1 as the second electric motor and the sun gear 41 as the second element of the power distribution and integration mechanism 40 is established. As a result, the engine 22 can be substantially disconnected from the motors MG1, MG2 and the transmission 90 by the function of the power distribution and integration mechanism 40. Further, when the clutch position of the clutch C0 is set to the M position, the dog of the sun gear shaft 41a and the dog of the first motor shaft 45 are connected with less loss through the engagement member. The sun gear 41 of the distribution and integration mechanism 40 is connected. When the clutch position of the clutch C0 is set to the L position, the dog of the sun gear shaft 41a, the dog of the first motor shaft 45, and the fixing dog 46 are connected with less loss through the engaging member. Thus, the sun gear 41 and the first motor shaft 45 (motor MG2), which are the second elements of the power distribution and integration mechanism 40, can be fixed in a non-rotatable manner.

変速機９０は、複数段階に変速状態（変速比）を設定可能なものであり、動力分配統合機構４０のリングギヤ４２および当該リングギヤ４２の外歯と常時噛合する第１従動ギヤ９１により構成される第１連結ギヤ列と、第１モータ軸４５に取り付けられた駆動ギヤ４７および当該駆動ギヤ４７と常時噛合する第２従動ギヤ９２により構成される第２連結ギヤ列と、エンジン２２のクランクシャフト２６や第１モータ軸４５、第２モータ軸５５と平行に延在する伝達軸９３と、入力された動力を所定の減速比で減速して出力可能なシングルピニオン式遊星歯車機構である減速機構９４と、駆動軸６０に取り付けられたギヤと噛合する出力ギヤ９９を有する出力ギヤ軸９９ａと、クラッチＣ１およびＣ２とを含む。第１連結ギヤ列の第１従動ギヤ９１は、図示しない軸受により回転自在に支持されて第１モータ軸４５および第２モータ軸５５と平行に延在する中空の第１ギヤ軸９１ａに取り付けられている。また、第２連結ギヤ列の第２従動ギヤ９２は、第１ギヤ軸９１ａと所定の間隔を隔てた状態で図示しない軸受により回転自在に支持されて第１モータ軸４５および第２モータ軸５５と平行に延在する中空の第２ギヤ軸９２ａに取り付けられている。なお、実施例では、第１連結ギヤ列を構成するリングギヤ４２の外歯と第２連結ギヤ列を構成する駆動ギヤ４７との歯数が同一とされ、第１連結ギヤ列を構成する第１従動ギヤ９１と第２連結ギヤ列を構成する第２従動ギヤ９２との歯数が同一とされるが、これらのギヤの歯数は任意に定めることができる。   The transmission 90 can set a shift state (transmission ratio) in a plurality of stages, and includes a ring gear 42 of the power distribution and integration mechanism 40 and a first driven gear 91 that always meshes with the external teeth of the ring gear 42. A first connection gear train; a second connection gear train comprising a drive gear 47 attached to the first motor shaft 45; a second driven gear 92 that is always meshed with the drive gear 47; and the crankshaft 26 of the engine 22. And a transmission shaft 93 extending in parallel with the first motor shaft 45 and the second motor shaft 55, and a speed reduction mechanism 94 which is a single pinion planetary gear mechanism capable of outputting the input power by decelerating at a predetermined speed reduction ratio. And an output gear shaft 99a having an output gear 99 that meshes with a gear attached to the drive shaft 60, and clutches C1 and C2. The first driven gear 91 of the first connecting gear train is attached to a hollow first gear shaft 91a that is rotatably supported by a bearing (not shown) and extends in parallel with the first motor shaft 45 and the second motor shaft 55. ing. Further, the second driven gear 92 of the second connecting gear train is rotatably supported by a bearing (not shown) in a state of being spaced apart from the first gear shaft 91a by the first motor shaft 45 and the second motor shaft 55. Is attached to a hollow second gear shaft 92a extending in parallel with the first gear shaft 92a. In the embodiment, the number of teeth of the outer teeth of the ring gear 42 constituting the first connection gear train and the drive gear 47 constituting the second connection gear train are the same, and the first tooth constituting the first connection gear train is formed. Although the number of teeth of the driven gear 91 and the second driven gear 92 constituting the second connecting gear train is the same, the number of teeth of these gears can be arbitrarily determined.

伝達軸９３は、上述の第１および第２ギヤ軸９１ａ，９２ａの内部を通って第１モータ軸４５および第２モータ軸５５と平行に延在し、その先端（図中右端）には、減速機構９４が接続される。減速機構９４は、伝達軸９３に接続されるサンギヤ９５と、このサンギヤ９５と同心円上に配置されるリングギヤ９６と、サンギヤ９５およびリングギヤ９６の双方と噛合するピニオンギヤ９７を複数保持するキャリア９８とを含み、サンギヤ９５（入力要素）とリングギヤ（固定要素）９６とキャリア９８（出力要素）とが互いに差動回転できるように構成されている。減速機構９４のリングギヤ９６は、図１に示すように、トランスミッションケースに対して回転不能に固定される。また、減速機構９４のキャリア９８には、第１ギヤ軸９１ａに向けて延びる中空のキャリア軸９８ａが接続されており、伝達軸９３は、このキャリア軸９８ａを通してサンギヤ９５に固定される。キャリア軸９８は、第１ギヤ軸９１ａと所定の間隔を隔てた状態で図示しない軸受により回転自在に支持される。これにより、変速機９０では、伝達軸９３の周りに、図中左側から順番に、第２従動ギヤ９２が取り付けられた中空の第２ギヤ軸９２ａ、第１従動ギヤ９１が取り付けられた中空の第１ギヤ軸９１ａ、および中空のキャリア軸９８ａが配置されることになる。また、出力ギヤ９９を有する出力ギヤ軸９９ａは、第１ギヤ軸９１ａ（および伝達軸９３）の周りで回転自在となるように図示しない軸受により支持される。そして、出力ギヤ９９からの動力は、ギヤ機構６１に含まれる駆動軸６０に伝達され、最終的にはデファレンシャルギヤ６２を介して駆動輪としての前輪６３ａ，６３ｂに出力されることになる。   The transmission shaft 93 extends in parallel with the first motor shaft 45 and the second motor shaft 55 through the inside of the first and second gear shafts 91a and 92a described above, and at the tip (right end in the figure), A speed reduction mechanism 94 is connected. The reduction mechanism 94 includes a sun gear 95 connected to the transmission shaft 93, a ring gear 96 disposed concentrically with the sun gear 95, and a carrier 98 that holds a plurality of pinion gears 97 that mesh with both the sun gear 95 and the ring gear 96. In addition, the sun gear 95 (input element), the ring gear (fixed element) 96, and the carrier 98 (output element) are configured to be capable of differential rotation. As shown in FIG. 1, the ring gear 96 of the speed reduction mechanism 94 is fixed to the transmission case so as not to rotate. A hollow carrier shaft 98a extending toward the first gear shaft 91a is connected to the carrier 98 of the speed reduction mechanism 94, and the transmission shaft 93 is fixed to the sun gear 95 through the carrier shaft 98a. The carrier shaft 98 is rotatably supported by a bearing (not shown) with a predetermined distance from the first gear shaft 91a. Thereby, in the transmission 90, the hollow second gear shaft 92a to which the second driven gear 92 is attached and the hollow to which the first driven gear 91 is attached are sequentially arranged around the transmission shaft 93 from the left side in the drawing. The first gear shaft 91a and the hollow carrier shaft 98a are arranged. The output gear shaft 99a having the output gear 99 is supported by a bearing (not shown) so as to be rotatable around the first gear shaft 91a (and the transmission shaft 93). The power from the output gear 99 is transmitted to the drive shaft 60 included in the gear mechanism 61, and finally outputted to the front wheels 63a and 63b as drive wheels via the differential gear 62.

変速機９０に含まれるクラッチＣ１は、第１ギヤ軸９１ａと第２ギヤ軸９２ａとの間付近に配置され、第１ギヤ軸９１ａと第２ギヤ軸９２ａとの何れか一方または双方を伝達軸９３に連結可能なものである。実施例において、クラッチＣ１は、例えば、第１ギヤ軸９１ａの一端（図中左端）に固定された第１ドグと、第１ギヤ軸９１ａと第２ギヤ軸９２ａとの間に位置するように伝達軸９３に固定されたドグと、第２ギヤ軸９２ａの一端（図中右端）に固定されたドグと、これらのドグと噛合可能であると共に電気式、電磁式あるいは油圧式のアクチュエータ１０１により駆動されるドグクラッチとして構成され、図１に示すように、係合部材の位置であるクラッチポジションを「Ｒポジション」、「Ｍポジション」および「Ｌポジション」に選択的に切り替え可能である。すなわち、変速機９０のクラッチＣ１のクラッチポジションがＲポジションに設定されると、係合部材を介して第１ギヤ軸９１ａの第１ドグと伝達軸９３のドグとがより少ない損失で連結され、それにより第１連結ギヤ列や第１ギヤ軸９１ａを介して動力分配統合機構４０の第１要素たるリングギヤ４２と伝達軸９３とが連結される（以下、適宜、このようなクラッチＣ１による連結状態を適宜「第１要素連結状態」という）。また、クラッチＣ１のクラッチポジションがＭポジションに設定されると、係合部材を介して第１ギヤ軸９１ａの第１ドグと伝達軸９３のドグと第２ギヤ軸９２ａのドグとがより少ない損失で連結され、それにより第１ギヤ軸９１ａと第２ギヤ軸９２ａとの双方すなわち動力分配統合機構４０のリングギヤ４２とサンギヤ４１との双方が伝達軸９３に連結される（以下、このようなクラッチＣ１による連結状態を適宜「両要素連結状態」という）。更に、クラッチＣ１のクラッチポジションがＬポジションに設定されると、係合部材を介して第２ギヤ軸９２ａのドグと伝達軸９３のドグとがより少ない損失で連結され、それにより、クラッチＣ０がＭポジションに設定されていれば第２連結ギヤ列や第２ギヤ軸９２ａを介して動力分配統合機構４０の第２要素たるサンギヤ４１と伝達軸９３とが連結される（以下、このようなクラッチＣ１による連結状態を適宜「第２要素連結状態」という）。   The clutch C1 included in the transmission 90 is disposed between the first gear shaft 91a and the second gear shaft 92a, and either one or both of the first gear shaft 91a and the second gear shaft 92a is a transmission shaft. 93 can be connected. In the embodiment, for example, the clutch C1 is positioned between the first dog fixed to one end (the left end in the drawing) of the first gear shaft 91a and the first gear shaft 91a and the second gear shaft 92a. A dog fixed to the transmission shaft 93, a dog fixed to one end (the right end in the figure) of the second gear shaft 92a, and an electric, electromagnetic, or hydraulic actuator 101 that can mesh with these dogs. As shown in FIG. 1, the clutch position, which is the position of the engaging member, can be selectively switched between “R position”, “M position”, and “L position”. That is, when the clutch position of the clutch C1 of the transmission 90 is set to the R position, the first dog of the first gear shaft 91a and the dog of the transmission shaft 93 are connected with less loss through the engagement member. As a result, the ring gear 42, which is the first element of the power distribution and integration mechanism 40, and the transmission shaft 93 are coupled via the first coupling gear train and the first gear shaft 91a (hereinafter, the coupling state by the clutch C1 is appropriately set. Is appropriately referred to as “first element connected state”). Further, when the clutch position of the clutch C1 is set to the M position, the first dog of the first gear shaft 91a, the dog of the transmission shaft 93, and the dog of the second gear shaft 92a are less lost through the engaging member. Accordingly, both the first gear shaft 91a and the second gear shaft 92a, that is, both the ring gear 42 and the sun gear 41 of the power distribution and integration mechanism 40 are connected to the transmission shaft 93 (hereinafter referred to as such a clutch). The connection state by C1 is appropriately referred to as “both element connection state”). Further, when the clutch position of the clutch C1 is set to the L position, the dog of the second gear shaft 92a and the dog of the transmission shaft 93 are connected with less loss via the engaging member, whereby the clutch C0 is connected. If it is set to the M position, the sun gear 41 as the second element of the power distribution and integration mechanism 40 and the transmission shaft 93 are connected via the second connecting gear train and the second gear shaft 92a (hereinafter referred to as such a clutch). The connection state by C1 is appropriately referred to as “second element connection state”).

また、変速機９０に含まれるクラッチＣ２は、第１ギヤ軸９１ａとキャリア軸９８ａとの間付近に配置され、第１ギヤ軸９１ａとキャリア軸９８ａとの何れか一方または双方を出力ギヤ軸９９ａに連結可能なものである。実施例において、クラッチＣ２は、例えば、第１ギヤ軸９１ａの他端（図中右端）に固定された第２ドグと、キャリア軸９８ａの先端（図中左端）に固定されたドグと、第１ギヤ軸９１ａの第２ドグおよびキャリア軸９８ａのドグの周囲に位置するように出力ギヤ軸９９ａに取り付けられたドグと、これらのドグと噛合可能であると共に電気式、電磁式あるいは油圧式のアクチュエータ１０２により駆動されるドグクラッチとして構成され、図１に示すように、係合部材の位置であるクラッチポジションを「Ｒポジション」、「Ｍポジション」および「Ｌポジション」に選択的に切り替え可能である。すなわち、変速機９０のクラッチＣ２のクラッチポジションがＲポジションに設定されると、係合部材を介してキャリア軸９８ａのドグと出力ギヤ軸９９ａのドグとがより少ない損失で連結され、それによりキャリア軸９８ａすなわち減速機構９４が出力ギヤ軸９９ａや出力ギヤ９９等を介して駆動軸６０に連結される（以下、このようなクラッチＣ２による連結状態を適宜「減速機構−駆動軸連結状態」という）。また、クラッチＣ２のクラッチポジションがＭポジションに設定されると、係合部材を介してキャリア軸９８ａのドグと第１ギヤ軸９１ａの第２ドグと出力ギヤ軸９９ａのドグとがより少ない損失で連結され、それによりキャリア軸９８ａ（減速機構９４）と第１ギヤ軸９１ａとの双方が出力ギヤ軸９９ａや出力ギヤ９９等を介して駆動軸６０に連結される（以下、このようなクラッチＣ２による連結状態を適宜「同時連結状態」という）。更に、クラッチＣ２のクラッチポジションがＬポジションに設定されると、係合部材を介して第１ギヤ軸９１ａの第２ドグと出力ギヤ軸９９ａのドグとがより少ない損失で連結され、それにより第１ギヤ軸９１ａが出力ギヤ軸９９ａや出力ギヤ９９等を介して駆動軸６０に連結される。この場合、第１ギヤ軸９１ａには第１連結ギヤ列すなわち第１従動ギヤ９１およびリングギヤ４２が連結されていることから、動力分配統合機構４０の第１要素たるリングギヤ４２が第１連結ギヤ列、第１ギヤ軸９１ａ、出力ギヤ軸９９ａ、出力ギヤ９９等を介して駆動軸６０に連結されることになる（以下、このようなクラッチＣ２による連結状態を適宜「直結状態」という）。   The clutch C2 included in the transmission 90 is disposed in the vicinity of between the first gear shaft 91a and the carrier shaft 98a, and either or both of the first gear shaft 91a and the carrier shaft 98a are connected to the output gear shaft 99a. Can be connected to. In the embodiment, the clutch C2 includes, for example, a second dog fixed to the other end (right end in the drawing) of the first gear shaft 91a, a dog fixed to the tip (left end in the drawing) of the carrier shaft 98a, A dog attached to the output gear shaft 99a so as to be positioned around the second dog of the one gear shaft 91a and the dog of the carrier shaft 98a, and meshable with these dogs, and of electric, electromagnetic or hydraulic type It is configured as a dog clutch driven by the actuator 102, and as shown in FIG. 1, the clutch position that is the position of the engaging member can be selectively switched to "R position", "M position", and "L position". . In other words, when the clutch position of the clutch C2 of the transmission 90 is set to the R position, the dog of the carrier shaft 98a and the dog of the output gear shaft 99a are connected with less loss via the engaging member, and thereby the carrier The shaft 98a, that is, the speed reduction mechanism 94 is connected to the drive shaft 60 via the output gear shaft 99a, the output gear 99, and the like (hereinafter, such a connection state by the clutch C2 is appropriately referred to as a “deceleration mechanism-drive shaft connection state”). . When the clutch position of the clutch C2 is set to the M position, the dog of the carrier shaft 98a, the second dog of the first gear shaft 91a, and the dog of the output gear shaft 99a are less lost through the engaging member. As a result, both the carrier shaft 98a (reduction mechanism 94) and the first gear shaft 91a are connected to the drive shaft 60 via the output gear shaft 99a, the output gear 99, and the like (hereinafter referred to as such clutch C2). The connection state according to is appropriately referred to as “simultaneous connection state”). Further, when the clutch position of the clutch C2 is set to the L position, the second dog of the first gear shaft 91a and the dog of the output gear shaft 99a are connected with less loss via the engaging member, thereby One gear shaft 91a is connected to the drive shaft 60 via the output gear shaft 99a, the output gear 99, and the like. In this case, since the first connection gear train, that is, the first driven gear 91 and the ring gear 42 are connected to the first gear shaft 91a, the ring gear 42 as the first element of the power distribution and integration mechanism 40 is connected to the first connection gear train. The first gear shaft 91a, the output gear shaft 99a, the output gear 99, and the like are connected to the drive shaft 60 (hereinafter, such a connection state by the clutch C2 is appropriately referred to as a “direct connection state”).

そして、ハイブリッドＥＣＵ７０は、ＣＰＵ７２を中心とするマイクロプロセッサとして構成されており、ＣＰＵ７２の他に処理プログラムを記憶するＲＯＭ７４と、データを一時的に記憶するＲＡＭ７６と、図示しない入出力ポートおよび通信ポートとを備える。ハイブリッドＥＣＵ７０には、イグニッションスイッチ（スタートスイッチ）８０からのイグニッション信号、シフトレバー８１の操作位置であるシフトポジションＳＰを検出するシフトポジションセンサ８２からのシフトポジションＳＰ、アクセルペダル８３の踏み込み量を検出するアクセルペダルポジションセンサ８４からのアクセル開度Ａｃｃ、ブレーキペダル８５の踏み込み量を検出するブレーキペダルポジションセンサ８６からのブレーキペダルポジションＢＰ、車速センサ８７からの車速Ｖが入力ポートを介して入力される。そして、ハイブリッドＥＣＵ７０は、上述したように、エンジンＥＣＵ２４やモータＥＣＵ３０、バッテリＥＣＵ３６と通信ポートを介して接続されており、エンジンＥＣＵ２４やモータＥＣＵ３０、バッテリＥＣＵ３６と各種制御信号やデータのやり取りを行なっている。また、クラッチＣ０や変速機９０のクラッチＣ１およびＣ２を駆動するアクチュエータ１００，１０１，１０２もハイブリッドＥＣＵ７０により制御される。   The hybrid ECU 70 is configured as a microprocessor centered on the CPU 72. In addition to the CPU 72, a ROM 74 that stores a processing program, a RAM 76 that temporarily stores data, an input / output port and a communication port (not shown) Is provided. The hybrid ECU 70 detects the ignition signal from the ignition switch (start switch) 80, the shift position SP from the shift position sensor 82 that detects the shift position SP that is the operation position of the shift lever 81, and the depression amount of the accelerator pedal 83. The accelerator opening Acc from the accelerator pedal position sensor 84, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, and the vehicle speed V from the vehicle speed sensor 87 are input via the input port. As described above, the hybrid ECU 70 is connected to the engine ECU 24, the motor ECU 30, and the battery ECU 36 via a communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 30, and the battery ECU 36. . The hybrid ECU 70 also controls the actuators 100, 101, and 102 that drive the clutch C0 and the clutches C1 and C2 of the transmission 90.

次に、図２から図１１を参照しながら、実施例のハイブリッド自動車２０の動作について説明する。   Next, the operation of the hybrid vehicle 20 of the embodiment will be described with reference to FIGS.

図２から図７は、エンジン２２の運転を伴ってハイブリッド自動車２０を走行させる場合に車速変化に応じて変速機９０の変速比をシフトアップ方向に変化させていくときの動力分配統合機構４０および変速機９０の主たる要素の回転数やトルクの関係を例示する説明図である。また、図８は、ハイブリッド自動車２０の走行時におけるクラッチＣ０や変速機９０のクラッチＣ１およびＣ２のクラッチポジションの設定状態を示す図表である。ハイブリッド自動車２０が図２から図７に示す状態で走行する際には、アクセルペダル８３の踏み込み量や車速Ｖに基づくハイブリッドＥＣＵ７０の統括的な制御のもと、エンジンＥＣＵ２４によりエンジン２２が、モータＥＣＵ３０によりモータＭＧ１，ＭＧ２が制御され、アクチュエータ１００，１０１，１０２（クラッチＣ０、変速機９０のクラッチＣ１およびＣ２）はハイブリッドＥＣＵ７０により直接制御される。なお、図２から図７において、Ｓ軸は動力分配統合機構４０のサンギヤ４１の回転数（モータＭＧ１すなわち第１モータ軸４５の回転数Ｎｍ１）を、Ｃ軸は動力分配統合機構４０のキャリア４４の回転数（エンジン２２の回転数Ｎｅ）を、Ｒ軸は動力分配統合機構４０のリングギヤ４２の回転数（減速ギヤ機構５０のリングギヤ５２）の回転数を、５４軸は減速ギヤ機構５０のキャリア５４の回転数を、５１軸は減速ギヤ機構５０のサンギヤ５１の回転数（モータＭＧ２すなわち第２モータ軸５５の回転数Ｎｍ２）をそれぞれ示す。また、９１，９２，９５軸は変速機９０の第１従動ギヤ９１（第１ギヤ軸９１ａ）、第２従動ギヤ９２（第２ギヤ軸９２ａ）および減速機構９４のサンギヤ９５の回転数を、９９軸は出力ギヤ９９（出力ギヤ軸９９ａ）の回転数を、９６軸は減速機構９４のリングギヤ９６の回転数を、６０軸は駆動軸６０の回転数をそれぞれ示す。   FIGS. 2 to 7 show the power distribution and integration mechanism 40 when the speed ratio of the transmission 90 is changed in the upshift direction according to the change in the vehicle speed when the hybrid vehicle 20 is driven with the operation of the engine 22. 4 is an explanatory diagram illustrating the relationship between the rotational speed and torque of main elements of the transmission 90. FIG. FIG. 8 is a chart showing the setting states of the clutch positions of the clutch C0 and the clutches C1 and C2 of the transmission 90 when the hybrid vehicle 20 is traveling. When the hybrid vehicle 20 travels in the state shown in FIGS. 2 to 7, the engine ECU 24 causes the motor ECU 30 to control the engine 22 under the overall control of the hybrid ECU 70 based on the depression amount of the accelerator pedal 83 and the vehicle speed V. Thus, the motors MG1 and MG2 are controlled, and the actuators 100, 101, and 102 (the clutch C0 and the clutches C1 and C2 of the transmission 90) are directly controlled by the hybrid ECU 70. 2 to 7, the S axis represents the rotation speed of the sun gear 41 of the power distribution and integration mechanism 40 (the rotation speed Nm1 of the motor MG1, that is, the first motor shaft 45), and the C axis represents the carrier 44 of the power distribution and integration mechanism 40. (The rotational speed Ne of the engine 22), the R axis is the rotational speed of the ring gear 42 (ring gear 52 of the reduction gear mechanism 50) of the power distribution and integration mechanism 40, and the 54 axis is the carrier of the reduction gear mechanism 50. 54 represents the number of rotations, and 51 axis represents the number of rotations of the sun gear 51 of the reduction gear mechanism 50 (the number of rotations Nm2 of the motor MG2, ie, the second motor shaft 55). The 91, 92, and 95 axes represent the rotational speeds of the first driven gear 91 (first gear shaft 91a), the second driven gear 92 (second gear shaft 92a) of the transmission 90, and the sun gear 95 of the speed reduction mechanism 94. The 99 axis indicates the rotation speed of the output gear 99 (output gear shaft 99a), the 96 axis indicates the rotation speed of the ring gear 96 of the reduction mechanism 94, and the 60 axis indicates the rotation speed of the drive shaft 60.

エンジン２２の運転を伴ってハイブリッド自動車２０を走行させる際には、基本的にクラッチＣ０がＭポジションに設定され、モータＭＧ１すなわち第１モータ軸４５がサンギヤ軸４１ａを介して動力分配統合機構４０のサンギヤ４１に接続される。そして、ハイブリッド自動車２０の車速Ｖが比較的低い際には、変速機９０のクラッチＣ１およびＣ２の双方がＲポジションに設定される（図８参照）。以下、この状態を変速機９０の「第１変速状態（１速）」という（図２）。このような第１変速状態のもとでは、動力分配統合機構４０の第１要素たるリングギヤ４２が第１連結ギヤ列（第１従動ギヤ９１）や第１ギヤ軸９１ａ、クラッチＣ１を介して伝達軸９３に連結されると共に、伝達軸９３に接続されている減速機構９４の出力要素たるキャリア９８（キャリア軸９８ａ）がクラッチＣ２、出力ギヤ軸９９ａ、出力ギヤ９９等を介して駆動軸６０に連結される。これにより、第１変速状態のもとでは、動力分配統合機構４０のリングギヤ４２が出力要素となって当該リングギヤ４２に減速ギヤ機構５０を介して接続されたモータＭＧ２が電動機として機能し、かつ反力要素となるサンギヤ４１に接続されたモータＭＧ１が発電機として機能するようにモータＭＧ１，ＭＧ２を駆動制御することが可能となる。この際、動力分配統合機構４０は、キャリア４４を介して入力されるエンジン２２からの動力をサンギヤ４１側とリングギヤ４２側とにそのギヤ比ρに応じて分配すると共に、エンジン２２からの動力と電動機として機能するモータＭＧ２からの動力とを統合してリングギヤ４２側に出力する。以下、このようにモータＭＧ１が発電機として機能すると共にモータＭＧ２が電動機として機能するモードを「第１トルク変換モード」という。このような第１トルク変換モードにおける動力分配統合機構４０の各要素と減速ギヤ機構５０の各要素とにおける回転数やトルクの関係を表す共線図の一例を図９に示す。なお、図９においてＳ軸、Ｃ軸、Ｒ軸、５４軸および５１軸は、図２から図７と同様のものを示し、ρは動力分配統合機構４０のギヤ比を、ρｒは減速ギヤ機構５０の減速比をそれぞれ示す。また、図９において、太線矢印は、各要素に作用するトルクを示し、矢印が図中上向きである場合にはトルクの値が正であり、矢印が図中下向きである場合にはトルクの値が負であることを示す（図２から図７、図１０、図１１も同様）。かかる第１トルク変換モードのもとでは、エンジン２２からの動力が動力分配統合機構４０とモータＭＧ１およびＭＧ２とによってトルク変換されてリングギヤ４２に出力され、モータＭＧ１の回転数を制御することにより、エンジン２２の回転数と出力要素たるリングギヤ４２の回転数との比を無段階かつ連続的に変化させることができる。そして、リングギヤ４２に出力された動力は、図２に示すように、リングギヤ４２の外歯と第１従動ギヤ９１とからなる第１連結ギヤ列の変速比で変速されて伝達軸９３へと伝達されると共に、減速機構９４のギヤ比ρｘ（図２参照）に基づく変速比（ρｘ／（１＋ρｘ））で変速（減速）された上で駆動軸６０へと出力されることになる。   When the hybrid vehicle 20 is driven with the operation of the engine 22, the clutch C0 is basically set to the M position, and the motor MG1, that is, the first motor shaft 45 of the power distribution integration mechanism 40 via the sun gear shaft 41a. Connected to the sun gear 41. When the vehicle speed V of the hybrid vehicle 20 is relatively low, both the clutches C1 and C2 of the transmission 90 are set to the R position (see FIG. 8). Hereinafter, this state is referred to as a “first shift state (first speed)” of the transmission 90 (FIG. 2). Under such a first speed change state, the ring gear 42 as the first element of the power distribution and integration mechanism 40 is transmitted via the first connecting gear train (first driven gear 91), the first gear shaft 91a, and the clutch C1. A carrier 98 (carrier shaft 98a), which is coupled to the shaft 93 and connected to the transmission shaft 93 and serving as an output element of the speed reduction mechanism 94, is connected to the drive shaft 60 via the clutch C2, the output gear shaft 99a, the output gear 99, and the like. Connected. As a result, under the first speed change state, the ring gear 42 of the power distribution and integration mechanism 40 serves as an output element, and the motor MG2 connected to the ring gear 42 via the reduction gear mechanism 50 functions as an electric motor. It becomes possible to drive and control the motors MG1 and MG2 so that the motor MG1 connected to the sun gear 41 serving as the force element functions as a generator. At this time, the power distribution and integration mechanism 40 distributes the power from the engine 22 input via the carrier 44 to the sun gear 41 side and the ring gear 42 side according to the gear ratio ρ, The power from the motor MG2 functioning as an electric motor is integrated and output to the ring gear 42 side. Hereinafter, a mode in which the motor MG1 functions as a generator and the motor MG2 functions as an electric motor will be referred to as a “first torque conversion mode”. FIG. 9 shows an example of a collinear diagram showing the relationship between the rotational speed and torque in each element of the power distribution and integration mechanism 40 and each element of the reduction gear mechanism 50 in the first torque conversion mode. 9, the S axis, C axis, R axis, 54 axis and 51 axis are the same as those in FIGS. 2 to 7, ρ is the gear ratio of the power distribution and integration mechanism 40, and ρr is the reduction gear mechanism. 50 reduction ratios are shown respectively. In FIG. 9, thick arrows indicate torque acting on each element. When the arrow is upward in the figure, the torque value is positive, and when the arrow is downward in the figure, the torque value. Is negative (the same applies to FIGS. 2 to 7, 10 and 11). Under the first torque conversion mode, the power from the engine 22 is torque-converted by the power distribution and integration mechanism 40 and the motors MG1 and MG2 and output to the ring gear 42, thereby controlling the rotational speed of the motor MG1. The ratio between the rotational speed of the engine 22 and the rotational speed of the ring gear 42 as an output element can be continuously and continuously changed. As shown in FIG. 2, the power output to the ring gear 42 is shifted by the gear ratio of the first connecting gear train composed of the outer teeth of the ring gear 42 and the first driven gear 91 and transmitted to the transmission shaft 93. At the same time, the speed is reduced (decelerated) at a speed ratio (ρx / (1 + ρx)) based on the gear ratio ρx (see FIG. 2) of the speed reduction mechanism 94 and then output to the drive shaft 60.

図２に示す状態すなわち変速機９０が第１変速状態にあると共にトルク変換モードが第１トルク変換モードである状態でハイブリッド自動車２０の車速Ｖが高まると、やがて動力分配統合機構４０のリングギヤ４２の回転数とサンギヤ４１および駆動ギヤ４７の回転数とが概ね一致するようになり、これに伴って変速機９０の第２従動ギヤ９２の回転数が第１従動ギヤ９１の回転数と概ね一致するようになる（図３参照）。これにより、クラッチＣ１をＭポジションに設定して第１ギヤ軸９１ａの第１ドグと第２ギヤ軸９２ａのドグと伝達軸９３のドグとを連結し、動力分配統合機構４０のリングギヤ４２とサンギヤ４１との双方を伝達軸９３や減速機構９４等を介して駆動軸６０に連結することが可能となる。そして、変速機９０のクラッチＣ１をＭポジションに設定すると共にクラッチＣ２をＲポジションに設定した状態でモータＭＧ１およびＭＧ２に対するトルク指令を値０に設定すれば、図３に示すように、モータＭＧ１およびＭＧ２は力行および回生の何れをも実行せずに空転し、エンジン２２からの動力（トルク）は、電気エネルギへの変換を伴うことなく固定された（一定の）変速比（第１変速状態の変速比と後述の第２変速状態の変速比との間の値）で機械的（直接）に駆動軸６０へと伝達されることになる。以下、このように、クラッチＣ１により動力分配統合機構４０のリングギヤ４２とサンギヤ４１との双方を伝達軸９３や減速機構９４等を介して駆動軸６０に連結するようなモードを「同時係合モード」といい、特に、図３に示す状態を「１−２速同時係合状態」という。   When the vehicle speed V of the hybrid vehicle 20 increases in the state shown in FIG. 2, that is, when the transmission 90 is in the first shift state and the torque conversion mode is the first torque conversion mode, the ring gear 42 of the power distribution and integration mechanism 40 eventually The rotational speed substantially coincides with the rotational speed of the sun gear 41 and the drive gear 47, and accordingly, the rotational speed of the second driven gear 92 of the transmission 90 substantially matches the rotational speed of the first driven gear 91. (See FIG. 3). Thus, the clutch C1 is set to the M position, the first dog of the first gear shaft 91a, the dog of the second gear shaft 92a, and the dog of the transmission shaft 93 are connected, and the ring gear 42 and the sun gear of the power distribution and integration mechanism 40 are connected. 41 can be coupled to the drive shaft 60 via the transmission shaft 93, the speed reduction mechanism 94, and the like. Then, if the torque command for the motors MG1 and MG2 is set to 0 with the clutch C1 of the transmission 90 set to the M position and the clutch C2 set to the R position, as shown in FIG. The MG2 idles without executing both power running and regeneration, and the power (torque) from the engine 22 is fixed (constant) without any conversion to electric energy (in the first speed change state). It is mechanically (directly) transmitted to the drive shaft 60 at a value between the speed ratio and the speed ratio in the second speed change state described later. Hereinafter, a mode in which both the ring gear 42 and the sun gear 41 of the power distribution and integration mechanism 40 are connected to the drive shaft 60 via the transmission shaft 93, the speed reduction mechanism 94, and the like by the clutch C1 as described above is referred to as “simultaneous engagement mode”. In particular, the state shown in FIG. 3 is referred to as “1-2 speed simultaneous engagement state”.

図３に示す１−２速同時係合状態のもとでは、第１ギヤ軸９１ａと第２ギヤ軸９２ａとの回転数が一致していることから、変速機９０のクラッチＣ１のクラッチポジションをＭポジションからＬポジションに容易に切り替えて、第１ギヤ軸９１ａ（第１連結ギヤ列）と伝達軸９３との連結を解除することができる。以下、このようにクラッチＣ１がＬポジションに設定されると共にクラッチＣ２がＲポジションに設定される状態を変速機９０の第２変速状態（２速）という（図４）。このような第２変速状態のもとでは、動力分配統合機構４０の第２要素たるサンギヤ４１が第２連結ギヤ列（駆動ギヤ４７および第２従動ギヤ９２）や第２ギヤ軸９２ａ、クラッチＣ１を介して伝達軸９３に連結されると共に、伝達軸９３に接続されている減速機構９４の出力要素たるキャリア９８（キャリア軸９８ａ）がクラッチＣ２、出力ギヤ軸９９ａ、出力ギヤ９９等を介して駆動軸６０に連結される。これにより、第２変速状態のもとでは、動力分配統合機構４０のサンギヤ４１が出力要素となって当該サンギヤ４１に接続されたモータＭＧ１が電動機として機能し、かつ反力要素となるリングギヤ４２に接続されたモータＭＧ２が発電機として機能するようにモータＭＧ１，ＭＧ２を駆動制御することが可能となる。この際、動力分配統合機構４０は、キャリア４４を介して入力されるエンジン２２からの動力をサンギヤ４１側とリングギヤ４２側とにそのギヤ比ρに応じて分配すると共に、エンジン２２からの動力と電動機として機能するモータＭＧ１からの動力とを統合してサンギヤ４１側に出力する。以下、このようにモータＭＧ２が発電機として機能すると共にモータＭＧ１が電動機として機能するモードを「第２トルク変換モード」という。このような第２トルク変換モードにおける動力分配統合機構４０の各要素と減速ギヤ機構５０の各要素とにおける回転数やトルクの関係を表す共線図の一例を図１０に示す。なお、図１０における符号は図９のものと同様である。かかる第２トルク変換モードのもとでは、エンジン２２からの動力が動力分配統合機構４０とモータＭＧ１およびＭＧ２とによってトルク変換されてサンギヤ４１に出力され、モータＭＧ２の回転数を制御することにより、エンジン２２の回転数と出力要素たるサンギヤ４１の回転数との比を無段階かつ連続的に変化させることができる。そして、サンギヤ４１（第１モータ軸４５）に出力された動力は、図４に示すように、駆動ギヤ４７と第２従動ギヤ９２とからなる第２連結ギヤ列の変速比で変速されて伝達軸９３へと伝達されると共に、減速機構９４のギヤ比ρｘに基づく変速比（ρｘ／（１＋ρｘ））で変速（減速）された上で駆動軸６０へと出力されることになる。   Under the first-second speed simultaneous engagement state shown in FIG. 3, since the rotation speeds of the first gear shaft 91a and the second gear shaft 92a are the same, the clutch position of the clutch C1 of the transmission 90 is changed. The connection between the first gear shaft 91a (first connection gear train) and the transmission shaft 93 can be released by easily switching from the M position to the L position. Hereinafter, the state in which the clutch C1 is set to the L position and the clutch C2 is set to the R position in this way is referred to as a second speed change state (second speed) of the transmission 90 (FIG. 4). Under such a second speed change state, the sun gear 41 as the second element of the power distribution and integration mechanism 40 is connected to the second connecting gear train (the drive gear 47 and the second driven gear 92), the second gear shaft 92a, and the clutch C1. The carrier 98 (carrier shaft 98a), which is coupled to the transmission shaft 93 via the transmission shaft 93 and connected to the transmission shaft 93, is an output element of the speed reduction mechanism 94 via the clutch C2, the output gear shaft 99a, the output gear 99, and the like. It is connected to the drive shaft 60. Thus, under the second speed change state, the sun gear 41 of the power distribution and integration mechanism 40 serves as an output element, and the motor MG1 connected to the sun gear 41 functions as an electric motor and the ring gear 42 serving as a reaction force element. It becomes possible to drive and control the motors MG1 and MG2 so that the connected motor MG2 functions as a generator. At this time, the power distribution and integration mechanism 40 distributes the power from the engine 22 input via the carrier 44 to the sun gear 41 side and the ring gear 42 side according to the gear ratio ρ, The power from the motor MG1 functioning as an electric motor is integrated and output to the sun gear 41 side. Hereinafter, a mode in which the motor MG2 functions as a generator and the motor MG1 functions as an electric motor will be referred to as a “second torque conversion mode”. FIG. 10 shows an example of a collinear diagram showing the relationship between the rotational speed and torque in each element of the power distribution and integration mechanism 40 and each element of the reduction gear mechanism 50 in the second torque conversion mode. The reference numerals in FIG. 10 are the same as those in FIG. Under the second torque conversion mode, the power from the engine 22 is torque-converted by the power distribution and integration mechanism 40 and the motors MG1 and MG2 and output to the sun gear 41, thereby controlling the rotational speed of the motor MG2. The ratio between the rotational speed of the engine 22 and the rotational speed of the sun gear 41 as an output element can be continuously and continuously changed. Then, the power output to the sun gear 41 (first motor shaft 45) is shifted and transmitted at the gear ratio of the second connecting gear train composed of the drive gear 47 and the second driven gear 92, as shown in FIG. In addition to being transmitted to the shaft 93, the speed is changed (decelerated) at a speed ratio (ρx / (1 + ρx)) based on the gear ratio ρx of the speed reduction mechanism 94 and then output to the drive shaft 60.

図４に示す状態すなわち変速機９０が第２変速状態にあると共にトルク変換モードが第２トルク変換モードである状態でハイブリッド自動車２０の車速Ｖが高まると、やがて伝達軸９３に連結されていない第１ギヤ軸９１ａ（第１従動ギヤ９１）の回転数と出力ギヤ軸９９ａ（出力ギヤ９９）の回転数とが概ね一致するようになる（図５参照）。これにより、クラッチＣ２をＭポジションに設定してキャリア軸９８ａのドグと出力ギヤ軸９９ａのドグと第１ギヤ軸９１ａの第２ドグとを連結し、第２連結ギヤ列、クラッチＣ１、伝達軸９３、キャリア９８，出力ギヤ９９等を介して動力分配統合機構４０のサンギヤ４１を駆動軸６０に連結すると共に、第１連結ギヤ列、第１ギヤ軸９１ａ、クラッチＣ２、出力ギヤ９９等を介して動力分配統合機構４０のリングギヤ４２を駆動軸６０に連結することが可能となる。そして、変速機９０のクラッチＣ２をＭポジションに設定すると共にクラッチＣ１をＬポジションに設定した状態でモータＭＧ１およびＭＧ２に対するトルク指令を値０に設定すれば、図５に示すように、モータＭＧ１およびＭＧ２は力行および回生の何れをも実行せずに空転し、エンジン２２からの動力（トルク）は、電気エネルギへの変換を伴うことなく固定された（一定の）変速比（第２変速状態の変速比と後述の第３変速状態の変速比との間の値）で機械的（直接）に駆動軸６０へと伝達されることになる。以下、このように、クラッチＣ２により第１ギヤ軸９１ａ（リングギヤ４２）とキャリア軸９８ａ（サンギヤ４１）との双方を伝達軸９３に連結するようなモードも「同時係合モード」といい、特に、図５に示す状態を「２−３速同時係合状態」という。   When the vehicle speed V of the hybrid vehicle 20 increases in the state shown in FIG. 4, that is, in the state where the transmission 90 is in the second shift state and the torque conversion mode is the second torque conversion mode, the transmission shaft 93 that is not connected to the transmission shaft 93 is eventually reached. The rotational speed of the first gear shaft 91a (first driven gear 91) and the rotational speed of the output gear shaft 99a (output gear 99) are substantially matched (see FIG. 5). As a result, the clutch C2 is set to the M position, the dog of the carrier shaft 98a, the dog of the output gear shaft 99a, and the second dog of the first gear shaft 91a are connected, and the second connecting gear train, the clutch C1, the transmission shaft 93, the sun gear 41 of the power distribution and integration mechanism 40 is connected to the drive shaft 60 through the carrier 98, the output gear 99, and the like, and the first connection gear train, the first gear shaft 91a, the clutch C2, the output gear 99, and the like. Thus, the ring gear 42 of the power distribution and integration mechanism 40 can be connected to the drive shaft 60. Then, if the torque command for the motors MG1 and MG2 is set to 0 with the clutch C2 of the transmission 90 set to the M position and the clutch C1 set to the L position, as shown in FIG. The MG2 idles without executing both power running and regeneration, and the power (torque) from the engine 22 is fixed (constant) without any conversion to electric energy (in the second speed change state). It is mechanically (directly) transmitted to the drive shaft 60 at a value between the speed ratio and the speed ratio in the third speed change state described later. Hereinafter, a mode in which both the first gear shaft 91a (ring gear 42) and the carrier shaft 98a (sun gear 41) are connected to the transmission shaft 93 by the clutch C2 is also referred to as “simultaneous engagement mode”. The state shown in FIG. 5 is referred to as “the 2-3rd speed simultaneous engagement state”.

図５に示す２−３速同時係合状態のもとでは、第１ギヤ軸９１ａとキャリア軸９８ａと出力ギヤ軸９９ａとの回転数が一致していることから、変速機９０のクラッチＣ２のクラッチポジションをＭポジションからＬポジションに容易に切り替えて、キャリア軸９８ａと出力ギヤ軸９９ａとの連結を解除することができる。以下、このようにクラッチＣ１がＬポジションに設定されると共にクラッチＣ２がＬポジションに設定される状態を変速機９０の第３変速状態（３速）という（図６）。このような第３変速状態のもとでは、動力分配統合機構４０の第１要素たるリングギヤ４２が第１連結ギヤ列（第１従動ギヤ９１）や第１ギヤ軸９１ａ、クラッチＣ２、出力ギヤ軸９９ａ、出力ギヤ９９等を介して駆動軸６０に連結される。従って、この場合には、動力分配統合機構４０のリングギヤ４２が出力要素となると共にサンギヤ４１が反力要素となってトルク変換モードが上記第１トルク変換モードとなり、図６に示すように、モータＭＧ１の回転数を制御することにより、エンジン２２の回転数と出力要素たるリングギヤ４２に機械的に連結（直結）された駆動軸６０の回転数との比を無段階かつ連続的に変化させることができる。   Under the 2-3 speed simultaneous engagement state shown in FIG. 5, since the rotation speeds of the first gear shaft 91a, the carrier shaft 98a, and the output gear shaft 99a are the same, the clutch C2 of the transmission 90 is The clutch position can be easily switched from the M position to the L position, and the connection between the carrier shaft 98a and the output gear shaft 99a can be released. Hereinafter, a state in which the clutch C1 is set to the L position and the clutch C2 is set to the L position in this way is referred to as a third speed change state (third speed) of the transmission 90 (FIG. 6). Under such a third speed change state, the ring gear 42 as the first element of the power distribution and integration mechanism 40 is connected to the first connecting gear train (first driven gear 91), the first gear shaft 91a, the clutch C2, and the output gear shaft. 99a and the output shaft 99 are connected to the drive shaft 60. Therefore, in this case, the ring gear 42 of the power distribution and integration mechanism 40 serves as an output element, and the sun gear 41 serves as a reaction force element, and the torque conversion mode becomes the first torque conversion mode. As shown in FIG. By controlling the rotational speed of the MG1, the ratio between the rotational speed of the engine 22 and the rotational speed of the drive shaft 60 mechanically connected (directly connected) to the ring gear 42, which is an output element, can be continuously changed. Can do.

図６に示す状態すなわち変速機９０が第３変速状態にあると共にトルク変換モードが第１トルク変換モードである状態で車速Ｖが高まると、やがてモータＭＧ１、第１モータ軸４５および動力分配統合機構４０の第２要素たるサンギヤ４１の回転数が値０に近づくことになる。これにより、クラッチＣ０のクラッチポジションをそれまでのＭポジションからＬポジションへと切り替えて、図７に示すように、第１モータ軸４５（モータＭＧ１）およびサンギヤ４１を回転不能に固定することが可能となる。そして、変速機９０のクラッチＣ２により第１ギヤ軸９１ａを出力ギヤ軸９９ａに接続したままクラッチＣ０により第１モータ軸４５やサンギヤ４１を回転不能に固定した状態でモータＭＧ１およびＭＧ２に対するトルク指令を値０に設定すれば、モータＭＧ１およびＭＧ２は、力行および回生の何れをも実行せずに空転し、エンジン２２からの動力（トルク）は、電気エネルギへの変換を伴うことなく、固定された（一定の）変速比（第３変速状態の変速比よりも増速側の値）で変速された上で駆動軸６０へと直接伝達されることになる。以下、このように、変速機９０のクラッチＣ２により第１ギヤ軸９１ａを出力ギヤ軸９９ａに接続したままクラッチＣ０により第１モータ軸４５やサンギヤ４１を回転不能に固定するモードも「同時係合モード」といい、特に、図７に示す状態を「３速固定状態」という。なお、変速機９０の変速比をシフトダウン方向に変化させる場合には、基本的に上記説明と逆の手順を実行すればよい。   When the vehicle speed V increases in the state shown in FIG. 6, that is, in the state where the transmission 90 is in the third speed change state and the torque conversion mode is the first torque conversion mode, the motor MG1, the first motor shaft 45, and the power distribution and integration mechanism eventually. The rotational speed of the sun gear 41, which is the second element of 40, approaches the value 0. As a result, the clutch position of the clutch C0 is switched from the previous M position to the L position, and the first motor shaft 45 (motor MG1) and the sun gear 41 can be fixed to be non-rotatable as shown in FIG. It becomes. Then, the torque command for the motors MG1 and MG2 is issued with the first motor shaft 45 and the sun gear 41 being non-rotatably fixed by the clutch C0 while the first gear shaft 91a is connected to the output gear shaft 99a by the clutch C2 of the transmission 90. If the value is set to 0, the motors MG1 and MG2 are idling without performing both power running and regeneration, and the power (torque) from the engine 22 is fixed without being converted into electric energy. After being shifted at a (constant) speed ratio (a value on the speed increasing side with respect to the speed ratio in the third speed change state), it is directly transmitted to the drive shaft 60. Hereinafter, the mode in which the first motor shaft 45 and the sun gear 41 are fixed to be non-rotatable by the clutch C0 while the first gear shaft 91a is connected to the output gear shaft 99a by the clutch C2 of the transmission 90 is also referred to as “simultaneous engagement”. In particular, the state shown in FIG. 7 is referred to as a “3-speed fixed state”. Note that when changing the gear ratio of the transmission 90 in the shift-down direction, a procedure reverse to the above description may be basically executed.

このように、実施例のハイブリッド自動車２０では、変速機９０の第１〜第３変速状態の切り換え（変速比の変更）に伴って第１トルク変換モードと第２トルク変換モードとが交互に切り換えられるので、特に電動機として機能するモータＭＧ２またはＭＧ１の回転数Ｎｍ２またはＮｍ１が高まったときに、発電機として機能するモータＭＧ１またはＭＧ２の回転数Ｎｍ１またはＮｍ２が負の値にならないようにすることができる。従って、ハイブリッド自動車２０では、第１トルク変換モードのもとで、モータＭＧ１の回転数が負になることに伴いリングギヤ４２に出力される動力の一部を用いてモータＭＧ２が発電すると共にモータＭＧ２により発電された電力をモータＭＧ１が消費して動力を出力するという動力循環や、第２トルク変換モードのもとで、モータＭＧ２の回転数が負になることに伴いサンギヤ４１に出力される動力の一部を用いてモータＭＧ１が発電すると共にモータＭＧ１により発電された電力をモータＭＧ２が消費して動力を出力するという動力循環の発生を抑制することが可能となり、より広範な運転領域において動力の伝達効率を向上させることができる。また、このような動力循環の抑制に伴いモータＭＧ１，ＭＧ２の最高回転数を抑えることができるので、それによりモータＭＧ１，ＭＧ２を小型化することも可能となる。更に、上述の同時係合モードのもとでハイブリッド自動車２０を走行させれば、１−２速同時係合状態、２−３速同時係合状態および３速固定状態のそれぞれに固有の変速比でエンジン２２からの動力を機械的（直接）に駆動軸６０へと伝達することができるので、電気エネルギへの変換を伴うことなくエンジン２２から駆動軸６０に動力を機械的に出力する機会を増やして、より広範な運転領域において動力の伝達効率をより一層向上させることができる。一般に、エンジンと２体の電動機と遊星歯車機構のような動力分配統合機構とを用いた動力出力装置では、エンジンと駆動軸との間の減速比が比較的大きいときにエンジンの動力が電気エネルギにより多く変換されるので動力の伝達効率が悪化すると共にモータＭＧ１，ＭＧ２の発熱を招く傾向にあることから、上述の同時係合モードは、特にエンジン２２と駆動軸６０との間の減速比が比較的大きい場合に特に有利なものとなる。更に、実施例のハイブリッド自動車２０では、変速機９０の変速状態を変更する際に、第１トルク変換モードと第２トルク変換モードとの間で一旦同時係合モードが実行されることから、変速状態の変更時におけるいわゆるトルク抜けを生じることはなく、変速状態の変更すなわち第１トルク変換モードと第２トルク変換モードとの切り換えを極めてスムースかつショック無く実行することが可能となる。   As described above, in the hybrid vehicle 20 of the embodiment, the first torque conversion mode and the second torque conversion mode are alternately switched in accordance with the switching of the first to third shift states of the transmission 90 (change of the gear ratio). Therefore, especially when the rotational speed Nm2 or Nm1 of the motor MG2 or MG1 functioning as an electric motor increases, the rotational speed Nm1 or Nm2 of the motor MG1 or MG2 functioning as a generator is prevented from becoming a negative value. it can. Therefore, in the hybrid vehicle 20, the motor MG2 generates power and uses the motor MG2 using a part of the power output to the ring gear 42 when the rotational speed of the motor MG1 becomes negative under the first torque conversion mode. The power output to the sun gear 41 when the rotational speed of the motor MG2 becomes negative under the power circulation in which the motor MG1 consumes the electric power generated by the motor MG1 to output the power and the second torque conversion mode. It is possible to suppress the generation of power circulation in which the motor MG1 generates power using a part of the motor MG1 and the motor MG2 consumes the electric power generated by the motor MG1 and outputs power. The transmission efficiency can be improved. Moreover, since the maximum number of rotations of the motors MG1 and MG2 can be suppressed along with such suppression of power circulation, the motors MG1 and MG2 can be downsized. Furthermore, if the hybrid vehicle 20 is driven under the above-described simultaneous engagement mode, the transmission ratios specific to the first-second simultaneous engagement state, the second-third simultaneous engagement state, and the third-speed fixed state, respectively. Since the power from the engine 22 can be mechanically (directly) transmitted to the drive shaft 60, the opportunity to mechanically output the power from the engine 22 to the drive shaft 60 without conversion to electric energy is provided. As a result, the power transmission efficiency can be further improved in a wider operating range. In general, in a power output device using an engine, two electric motors, and a power distribution and integration mechanism such as a planetary gear mechanism, the engine power is converted into electric energy when the reduction ratio between the engine and the drive shaft is relatively large. Since the power transmission efficiency deteriorates and the motors MG1 and MG2 tend to generate heat, the simultaneous engagement mode particularly has a reduction ratio between the engine 22 and the drive shaft 60. This is particularly advantageous when it is relatively large. Furthermore, in the hybrid vehicle 20 of the embodiment, when the shift state of the transmission 90 is changed, the simultaneous engagement mode is once executed between the first torque conversion mode and the second torque conversion mode. There is no so-called torque loss when the state is changed, and the change of the shift state, that is, the switching between the first torque conversion mode and the second torque conversion mode can be performed extremely smoothly and without shock.

続いて、図８および図１１等を参照しながら、エンジン２２を停止させた状態でバッテリ３５からの電力を用いてモータＭＧ１やモータＭＧ２に動力を出力させ、それによりハイブリッド自動車２０を走行させるモータ走行モードの概要について説明する。実施例のハイブリッド自動車２０において、モータ走行モードは、クラッチＣ０をＭポジションに設定してモータＭＧ１を動力分配統合機構４０のサンギヤ４１に接続したままモータＭＧ１およびＭＧ２の何れか一方に動力を出力させるクラッチ係合１モータ走行モードと、クラッチＣ０をＲポジションに設定してモータＭＧ１と動力分配統合機構４０のサンギヤ４１との接続を解除した状態でモータＭＧ１およびＭＧ２の何れか一方に動力を出力させるクラッチ解放１モータ走行モードと、クラッチＣ０をＲポジションに設定した状態でモータＭＧ１およびＭＧ２の双方からの動力を利用できるようにする２モータ走行モードとに大別される。   Subsequently, with reference to FIGS. 8 and 11 and the like, the motor MG1 and the motor MG2 output power using the electric power from the battery 35 in a state where the engine 22 is stopped, thereby causing the hybrid vehicle 20 to travel. An outline of the travel mode will be described. In the hybrid vehicle 20 of the embodiment, the motor travel mode is such that the clutch C0 is set to the M position and the motor MG1 is output to one of the motors MG1 and MG2 while the motor MG1 is connected to the sun gear 41 of the power distribution and integration mechanism 40. Power is output to one of the motors MG1 and MG2 with the clutch engagement 1 motor running mode and with the clutch C0 set to the R position and the motor MG1 and the sun gear 41 of the power distribution and integration mechanism 40 disconnected. It is roughly divided into a clutch release 1 motor travel mode and a 2 motor travel mode in which power from both the motors MG1 and MG2 can be used with the clutch C0 set to the R position.

クラッチ係合１モータ走行モードを実行する際には、クラッチＣ０をＭポジションに設定した状態で図８に示すようにクラッチＣ１およびＣ２のクラッチポジションを設定することにより変速機９０を第１または第３変速状態に設定してモータＭＧ２のみに動力を出力させるか、クラッチＣ０をＭポジションに設定した状態で図８に示すようにクラッチＣ１およびＣ２のクラッチポジションを設定することにより変速機９０を第２変速状態に設定してモータＭＧ１のみに動力を出力させる。かかるクラッチ係合１モータ走行モードのもとでは、クラッチＣ０により動力分配統合機構４０のサンギヤ４１と第１モータ軸４５とが接続されていることから、動力を出力していないモータＭＧ１またはＭＧ２は、動力を出力しているモータＭＧ２またはＭＧ１に連れ回されて空転することになる（図１１における破線参照）。また、クラッチ解放１モータ走行モードを実行する際には、クラッチＣ０をＲポジションに設定した状態で図８に示すようにクラッチＣ１およびＣ２のクラッチポジションを設定することにより変速機９０を第１または第３変速状態に設定してモータＭＧ２のみに動力を出力させるか、クラッチＣ０をＲポジションに設定した状態で図８に示すようにクラッチＣ１およびＣ２のクラッチポジションを設定することにより変速機９０を第２変速状態に設定してモータＭＧ１のみに動力を出力させる。かかるクラッチ解放１モータ走行モードのもとでは、図１１において一点鎖線および二点鎖線で示すように、クラッチＣ０がＲポジションに設定されてサンギヤ４１と第１モータ軸４５（モータＭＧ１）との接続が解除されることから、動力分配統合機構４０の機能により停止されたエンジン２２のクランクシャフト２６の連れ回しが回避されると共に、クラッチＣ２またはＣ１のクラッチポジションの設定状態により停止しているモータＭＧ１またはＭＧ２の連れ回しが回避され、それにより動力の伝達効率の低下を抑制することができる。更に、２モータ走行モードを実行する際には、クラッチＣ０をＲポジションに設定すると共に図８に示すようにクラッチＣ１およびＣ２のクラッチポジションを設定することにより変速機９０を上述の１−２速同時係合状態または２−３速同時係合状態に設定した上でモータＭＧ１およびＭＧ２の少なくとも何れか一方を駆動制御する。これにより、エンジン２２の連れ回しを回避しながらモータＭＧ１およびＭＧ２の双方から動力を出力させ、モータ走行モードのもとで大きな動力を駆動軸６０に伝達することができるので、いわゆる坂道発進を良好に実行したり、モータ走行時におけるトーイング性能等を良好に確保したりすることが可能となる。   When the clutch engagement 1-motor running mode is executed, the transmission 90 is set to the first or first position by setting the clutch positions of the clutches C1 and C2 as shown in FIG. 8 with the clutch C0 set to the M position. The transmission 90 is set to the third shift state so that only the motor MG2 outputs power or the clutch positions of the clutches C1 and C2 are set as shown in FIG. 8 with the clutch C0 set to the M position. The two-speed state is set and power is output only to the motor MG1. Under the clutch engagement 1 motor traveling mode, the sun gear 41 of the power distribution and integration mechanism 40 and the first motor shaft 45 are connected by the clutch C0, so that the motor MG1 or MG2 not outputting power is Then, the motor MG2 or MG1 that outputs power is idled to rotate idly (see the broken line in FIG. 11). Further, when the clutch release 1 motor running mode is executed, the transmission 90 is set to the first or second position by setting the clutch positions of the clutches C1 and C2 as shown in FIG. 8 with the clutch C0 set to the R position. The transmission 90 is set by setting the third shift state to output power only to the motor MG2 or setting the clutch positions of the clutches C1 and C2 as shown in FIG. 8 with the clutch C0 set to the R position. The second shift state is set and power is output only to the motor MG1. Under the clutch release 1 motor running mode, as shown by the one-dot chain line and the two-dot chain line in FIG. 11, the clutch C0 is set to the R position and the sun gear 41 is connected to the first motor shaft 45 (motor MG1). Therefore, the rotation of the crankshaft 26 of the engine 22 stopped by the function of the power distribution and integration mechanism 40 is avoided, and the motor MG1 stopped according to the clutch position setting state of the clutch C2 or C1. Alternatively, the accompanying rotation of MG2 can be avoided, thereby suppressing a reduction in power transmission efficiency. Further, when the two-motor travel mode is executed, the clutch C0 is set to the R position and the clutch positions of the clutches C1 and C2 are set as shown in FIG. After setting the simultaneous engagement state or the 2-3rd speed simultaneous engagement state, drive control of at least one of the motors MG1 and MG2 is performed. As a result, power can be output from both the motors MG1 and MG2 while avoiding the rotation of the engine 22, and a large amount of power can be transmitted to the drive shaft 60 under the motor travel mode, so that so-called hill starting is good. It is possible to carry out the operation and to ensure good towing performance and the like when the motor is running.

そして、実施例のハイブリッド自動車２０では、クラッチ解放１モータ走行モードが選択されると、動力を効率よく駆動軸６０に伝達すべく変速機９０の変速状態（変速比）を容易に変更することができる。例えば、クラッチ解放１モータ走行モードのもとで、変速機９０を第１変速状態に設定すると共にモータＭＧ２にのみ動力を出力させているときに、第２従動ギヤ９２が第１従動ギヤ９１と回転同期するようにモータＭＧ１の回転数Ｎｍ１を調整し、変速機９０のクラッチＣ１のクラッチポジションをＲポジションからＭポジションに切り替えれば、上述の１−２速同時係合状態すなわち２モータ走行モードへと移行することができる。そして、この状態でクラッチＣ１のクラッチポジションをＭポジションからＬポジションに切り替えると共にモータＭＧ１のみに動力を出力させれば、上述の第２変速状態のもとでモータＭＧ１により出力される動力を駆動軸６０に伝達することが可能となる。また、クラッチ解放１モータ走行モードのもとで、変速機９０を第２変速状態に設定すると共にモータＭＧ１にのみ動力を出力させているときに、第１ギヤ軸９１ａが出力ギヤ軸９９ａと回転同期するようにモータＭＧ２の回転数Ｎｍ２を調整し、変速機９０のクラッチＣ２のクラッチポジションをＲポジションからＭポジションに切り替えれば、上述の２−３速同時係合状態すなわち２モータ走行モードへと移行することができる。そして、この状態でクラッチＣ２のクラッチポジションをＭポジションからＬポジションに切り替えると共にモータＭＧ２のみに動力を出力させれば、上述の第３変速状態のもとでモータＭＧ２により出力される動力を駆動軸６０に伝達することが可能となる。この結果、実施例のハイブリッド自動車２０では、モータ走行モードのもとでも、変速機９０を用いてリングギヤ４２やサンギヤ４１の回転数を変速してトルクを増幅等することができるので、モータＭＧ１，ＭＧ２に要求される最大トルクを低下させることが可能となり、モータＭＧ１，ＭＧ２の小型化を図ることができる。また、このようなモータ走行中における変速機９０の変速状態（変速比）の変更に際しても、一旦変速機９０の同時係合状態すなわち２モータ走行モードが実行されることから、変速状態の変更時におけるいわゆるトルク抜けを生じることはなく、変速状態の変更を極めてスムースかつショック無く実行することが可能となる。なお、これらのモータ走行モードのもとで要求駆動力が高まったり、バッテリ３５の残容量ＳＯＣが低下したりしたような場合には、変速機９０の変速状態に応じて動力を出力しないことになるモータＭＧ１またはＭＧ２によるエンジン２２のクランキングを実行し、それによりエンジン２２を始動させる。   In the hybrid vehicle 20 of the embodiment, when the clutch release 1-motor running mode is selected, the speed change state (speed ratio) of the transmission 90 can be easily changed to efficiently transmit power to the drive shaft 60. it can. For example, when the transmission 90 is set to the first shift state and power is output only to the motor MG2 under the clutch disengagement 1 motor travel mode, the second driven gear 92 and the first driven gear 91 are If the rotational speed Nm1 of the motor MG1 is adjusted so as to synchronize with rotation, and the clutch position of the clutch C1 of the transmission 90 is switched from the R position to the M position, the above-described 1-2 speed simultaneous engagement state, that is, the two-motor traveling mode is set. And can be migrated. In this state, if the clutch position of the clutch C1 is switched from the M position to the L position and power is output only to the motor MG1, the power output by the motor MG1 under the above-described second shift state is used as the drive shaft. 60 can be transmitted. Further, when the transmission 90 is set to the second shift state and power is output only to the motor MG1 under the clutch release 1 motor running mode, the first gear shaft 91a rotates with the output gear shaft 99a. If the rotational speed Nm2 of the motor MG2 is adjusted so as to synchronize and the clutch position of the clutch C2 of the transmission 90 is switched from the R position to the M position, the above-described 2-3 speed simultaneous engagement state, that is, the two-motor traveling mode is achieved. Can be migrated. In this state, if the clutch position of the clutch C2 is switched from the M position to the L position and power is output only to the motor MG2, the power output by the motor MG2 under the third shift state described above is driven to the drive shaft. 60 can be transmitted. As a result, in the hybrid vehicle 20 of the embodiment, even in the motor travel mode, the rotational speed of the ring gear 42 and the sun gear 41 can be changed using the transmission 90 to amplify the torque, so that the motor MG1, The maximum torque required for MG2 can be reduced, and the motors MG1 and MG2 can be downsized. In addition, when the transmission state (transmission ratio) of the transmission 90 is changed during such motor traveling, the simultaneous engagement state of the transmission 90, that is, the two-motor traveling mode is once executed. Therefore, the shift state can be changed very smoothly and without shock. In the case where the required driving force is increased or the remaining capacity SOC of the battery 35 is decreased under these motor travel modes, power is not output according to the shift state of the transmission 90. The cranking of the engine 22 by the motor MG1 or MG2 is executed, and the engine 22 is thereby started.

以上説明したように、実施例のハイブリッド自動車２０は、クランクシャフト２６や第１モータ軸４５、第２モータ軸５５と概ね平行に延在する伝達軸９３と、この伝達軸９３に動力分配統合機構４０の第１要素たるリングギヤ４２と第２要素たるサンギヤ４１とを選択的に連結可能な第１連結手段としての第１連結ギヤ列、第２連結ギヤ列およびクラッチＣ１と、伝達軸９３に接続される入力要素たるサンギヤ９５と出力要素たるキャリア９８とを有すると共に伝達軸９３からの動力を所定の変速比で変速してキャリア９８から出力可能な変速機構としての減速機構９４と、減速機構９４のキャリア９８と動力分配統合機構の第１および第２要素の少なくとも何れか一方とを駆動軸６０に選択的に連結可能な第２連結手段してのクラッチＣ２とを含む変速機９０を備える。   As described above, the hybrid vehicle 20 of the embodiment includes the transmission shaft 93 extending substantially parallel to the crankshaft 26, the first motor shaft 45, and the second motor shaft 55, and a power distribution integration mechanism on the transmission shaft 93. The first connecting gear train, the second connecting gear train and the clutch C1 as first connecting means capable of selectively connecting the ring gear 42 as the first element 40 and the sun gear 41 as the second element are connected to the transmission shaft 93. A speed reduction mechanism 94 as a speed change mechanism that has a sun gear 95 that is an input element and a carrier 98 that is an output element, and that is capable of shifting the power from the transmission shaft 93 at a predetermined speed ratio and outputting it from the carrier 98. Clutch C as a second coupling means capable of selectively coupling the carrier 98 and at least one of the first and second elements of the power distribution and integration mechanism to the drive shaft 60. It includes a transmission 90 which includes and.

これにより、実施例のハイブリッド自動車２０では、変速機９０のクラッチＣ１等により動力分配統合機構４０のリングギヤ４２およびサンギヤ４１の何れか一方を伝達軸９３に連結した状態で、クラッチＣ２や出力ギヤ軸９９ａ、出力ギヤ９９等により減速機構９４のキャリア９８を駆動軸６０に連結すれば、動力分配統合機構４０のリングギヤ４２またはサンギヤ４１からの動力を減速機構９４により減速した上で駆動軸６０に出力することができる。更に、変速機９０の第１ギヤ軸９１ａやクラッチＣ２、出力ギヤ軸９９ａ、出力ギヤ９９等により動力分配統合機構４０のリングギヤ４２を駆動軸６０に連結すれば、リングギヤ４２からの動力を駆動軸６０に機械的に直接出力することができる。従って、変速機９０を備えたハイブリッド自動車２０では、動力分配統合機構４０からの動力を複数段階に変速して駆動軸６０に出力することが可能となる。そして、変速機９０のクラッチＣ１等により動力分配統合機構４０のリングギヤ４２が伝達軸９３に連結されるとき、あるいはクラッチＣ２により動力分配統合機構４０のリングギヤ４２が駆動軸６０に連結されるときには、出力要素となるリングギヤ４２に接続されるモータＭＧ２を電動機として機能させ、かつ反力要素となるサンギヤ４１に接続されるモータＭＧ１を発電機として機能させることが可能となる。また、変速機９０のクラッチＣ１により動力分配統合機構４０のサンギヤ４１が伝達軸９３に連結されるときには、出力要素となるサンギヤ４１に接続されるモータＭＧ１を電動機として機能させ、かつ反力要素となるリングギヤ４２に接続されるモータＭＧ２を発電機として機能させることが可能となる。これにより、ハイブリッド自動車２０では、クラッチＣ１およびＣ２のクラッチポジションの切り替えを適宜実行することにより、特に電動機として機能するモータＭＧ２またはＭＧ１の回転数Ｎｍ２またはＮｍ１が高まったときに、発電機として機能するモータＭＧ１またはＭＧ２の回転数Ｎｍ１またはＮｍ２が負の値にならないようにして、いわゆる動力循環の発生を抑制することができる。この結果、ハイブリッド自動車２０では、より広範な運転領域において動力の伝達効率を良好に向上させることが可能となり、燃費と走行性能とを良好に向上させることができる。   Accordingly, in the hybrid vehicle 20 of the embodiment, the clutch C2 and the output gear shaft are connected in a state where either the ring gear 42 or the sun gear 41 of the power distribution and integration mechanism 40 is connected to the transmission shaft 93 by the clutch C1 or the like of the transmission 90. If the carrier 98 of the speed reduction mechanism 94 is connected to the drive shaft 60 by the output gear 99 or the like 99a, the power from the ring gear 42 or the sun gear 41 of the power distribution and integration mechanism 40 is decelerated by the speed reduction mechanism 94 and output to the drive shaft 60. can do. Further, if the ring gear 42 of the power distribution and integration mechanism 40 is connected to the drive shaft 60 by the first gear shaft 91a of the transmission 90, the clutch C2, the output gear shaft 99a, the output gear 99, etc., the power from the ring gear 42 is driven to the drive shaft. 60 can be output directly mechanically. Therefore, in the hybrid vehicle 20 including the transmission 90, the power from the power distribution and integration mechanism 40 can be shifted in a plurality of stages and output to the drive shaft 60. When the ring gear 42 of the power distribution and integration mechanism 40 is connected to the transmission shaft 93 by the clutch C1 and the like of the transmission 90, or when the ring gear 42 of the power distribution and integration mechanism 40 is connected to the drive shaft 60 by the clutch C2, The motor MG2 connected to the ring gear 42 serving as the output element can function as an electric motor, and the motor MG1 connected to the sun gear 41 serving as the reaction force element can function as a generator. When the sun gear 41 of the power distribution and integration mechanism 40 is coupled to the transmission shaft 93 by the clutch C1 of the transmission 90, the motor MG1 connected to the sun gear 41 serving as the output element functions as an electric motor, and the reaction force element It becomes possible to cause the motor MG2 connected to the ring gear 42 to function as a generator. As a result, the hybrid vehicle 20 functions as a power generator when the rotational speed Nm2 or Nm1 of the motor MG2 or MG1 that functions as an electric motor is increased by appropriately switching the clutch positions of the clutches C1 and C2. Generation of so-called power circulation can be suppressed by preventing the rotation speed Nm1 or Nm2 of the motor MG1 or MG2 from becoming a negative value. As a result, in the hybrid vehicle 20, it is possible to improve the power transmission efficiency in a wider driving range, and it is possible to improve the fuel consumption and the driving performance.

また、上述の変速機９０を用いれば、エンジン２２、モータＭＧ１，ＭＧ２、および動力分配統合機構４０とを概ね同軸に配置しても、これらの要素により構成される動力出力装置の軸方向（車幅方向）寸法の増加を抑制することができる。すなわち、変速機９０を用いることにより、２組の平行軸式ギヤ列すなわち第１連結ギヤ列および第２連結ギヤ列により動力分配統合機構４０の第１要素たるリングギヤ４２および第２要素たるサンギヤ４１の少なくとも何れか一方を伝達軸９３に連結することが可能となる。そして、実施例のようにクラッチＣ０を設けたとしても第１連結ギヤ列と第２連結ギヤ列との間隔は比較的狭くとることができる。そして、上述の変速機９０を用いれば、第１連結ギヤ列の第１従動ギヤ９１、第２連結ギヤ列の第２従動ギヤ９２、減速機構９４、クラッチＣ１，クラッチＣ２、出力ギヤ９９および出力ギヤ軸９９ａ等は何れも伝達軸９３の周りにそれと同軸に配置することができることから、エンジン２２、モータＭＧ１，ＭＧ２、動力分配統合機構４０および変速機９０等を備える動力出力装置を２軸式のものとして構成可能となる。従って、エンジン２２、モータＭＧ１，ＭＧ２および動力分配統合機構４０を概ね同軸に配置しても、動力出力装置の車幅方向寸法の増加を抑制することができる。これにより、動力出力装置をコンパクトで搭載性に優れて主に前輪６３ａ，６３ｂを駆動して走行するハイブリッド自動車２０に好適なものとすることができる。   Further, if the transmission 90 described above is used, even if the engine 22, the motors MG1 and MG2, and the power distribution and integration mechanism 40 are arranged substantially coaxially, the axial direction of the power output device constituted by these elements (the vehicle An increase in the dimension in the width direction can be suppressed. That is, by using the transmission 90, the ring gear 42 as the first element of the power distribution and integration mechanism 40 and the sun gear 41 as the second element are constituted by two sets of parallel shaft gear trains, that is, the first connection gear train and the second connection gear train. At least one of these can be connected to the transmission shaft 93. And even if it provides clutch C0 like an Example, the space | interval of a 1st connection gear train and a 2nd connection gear train can be taken comparatively narrowly. If the above-described transmission 90 is used, the first driven gear 91 of the first connection gear train, the second driven gear 92 of the second connection gear train, the reduction mechanism 94, the clutch C1, the clutch C2, the output gear 99, and the output Since any of the gear shafts 99a and the like can be arranged around the transmission shaft 93 coaxially therewith, a power output device including the engine 22, the motors MG1 and MG2, the power distribution and integration mechanism 40, the transmission 90, and the like is a two-shaft type. Can be configured. Therefore, even if the engine 22, the motors MG1 and MG2, and the power distribution and integration mechanism 40 are arranged substantially coaxially, an increase in the vehicle width direction dimension of the power output device can be suppressed. As a result, the power output device can be made compact and suitable for the hybrid vehicle 20 that travels mainly by driving the front wheels 63a and 63b with excellent mountability.

更に、変速機９０は、動力分配統合機構４０のリングギヤ４２に常時連結される平行軸式の第１連結ギヤ列（リングギヤ４２の外歯および第１従動ギヤ９１）と、クラッチＣ０がＭポジションにあるときにはサンギヤ４１に常時連結される平行軸式の第２連結ギヤ列（駆動ギヤ４７及び第２従動ギヤ９２）と、第１連結ギヤ列と伝達軸９３とが連結される第１要素連結状態（Ｒポジション）と第２連結ギヤ列と伝達軸９３とが連結される第２要素連結状態（Ｌポジション）とを選択的に切り替え可能なクラッチＣ０とを含むものである。このように２組の平行軸式の第１および第２連結ギヤ列とクラッチＣ０とにより変速機９０の第１連結手段を構成すれば、伝達軸９３の軸方向における第１連結手段の寸法増加すなわち第１連結ギヤ列と第２連結ギヤ列との間隔の増加を抑制しながら動力分配統合機構４０のリングギヤ４２とサンギヤ４１とを伝達軸９３に選択的に連結することが可能となる。また、平行軸式の第１または第２連結ギヤ列を介して動力分配統合機構４０のリングギヤ４２またはサンギヤ４１を伝達軸９３に連結すれば、リングギヤ４１またはサンギヤ４１と伝達軸９３との間の変速比を自在に設定することが可能となる。これにより、変速機９０の変速比設定の自由度を大きくして動力の伝達効率のより一層の向上を図ることができる。なお、上記実施例では、動力分配統合機構４０のリングギヤ４２に外歯を形成してリングギヤ４２自体が第１連結ギヤ列を構成するようにしているが、これに限られるものではない。すなわち、リングギヤ４２に外歯を形成する代わりに、駆動ギヤ４７と同様のギヤをリングギヤ４２に接続して当該ギヤを第１従動ギヤと噛合させて第１連結ギヤ列を構成してもよい。そして、変速機９０の変速機構を伝達軸９３からサンギヤ９５に入力された動力を所定の減速比で減速してキャリア９８から出力可能な３要素式遊星歯車機構である減速機構９４とすれば、変速機９０をよりコンパクトに構成することが可能となる。ただし、変速機９０の減速機構９４は、互いに異なる歯数をもった第１サンギヤおよび第２サンギヤと、第１サンギヤと噛合する第１ピニオンギヤと第２サンギヤと噛合する第２ピニオンギヤとを連結してなる段付ギヤを少なくとも１つ保持するキャリアとを含む遊星歯車機構であってもよい。このような段付ギヤを含む遊星歯車機構を減速機構９４として用いれば、より大きな減速比を設定する際にピニオンギヤの回転数が高まりがちなシングルピニオン式遊星歯車機構を有する変速機に比べて、より大きな減速比を容易に設定することが可能となる。   Further, the transmission 90 includes a parallel shaft type first connection gear train (the outer teeth of the ring gear 42 and the first driven gear 91) that is always connected to the ring gear 42 of the power distribution and integration mechanism 40, and the clutch C0 in the M position. In some cases, the first element connection state in which the parallel shaft type second connection gear train (drive gear 47 and second driven gear 92) always connected to the sun gear 41 and the first connection gear train and the transmission shaft 93 are connected. This includes a clutch C0 that can selectively switch between the (R position), the second coupling gear train, and the second element coupling state (L position) in which the transmission shaft 93 is coupled. Thus, if the first coupling means of the transmission 90 is constituted by the two sets of parallel shaft type first and second coupling gear trains and the clutch C0, the size of the first coupling means in the axial direction of the transmission shaft 93 is increased. That is, the ring gear 42 and the sun gear 41 of the power distribution and integration mechanism 40 can be selectively connected to the transmission shaft 93 while suppressing an increase in the distance between the first connection gear train and the second connection gear train. If the ring gear 42 or the sun gear 41 of the power distribution and integration mechanism 40 is connected to the transmission shaft 93 via the parallel shaft type first or second connection gear train, the ring gear 41 or the sun gear 41 and the transmission shaft 93 are connected. The gear ratio can be set freely. As a result, the degree of freedom in setting the gear ratio of the transmission 90 can be increased, and the power transmission efficiency can be further improved. In the above-described embodiment, external teeth are formed on the ring gear 42 of the power distribution and integration mechanism 40 so that the ring gear 42 itself constitutes the first connection gear train. However, the present invention is not limited to this. That is, instead of forming external teeth on the ring gear 42, a gear similar to the drive gear 47 may be connected to the ring gear 42 and meshed with the first driven gear to form the first connecting gear train. Then, if the speed change mechanism of the transmission 90 is a reduction mechanism 94 that is a three-element planetary gear mechanism capable of reducing the power input from the transmission shaft 93 to the sun gear 95 at a predetermined reduction ratio and outputting it from the carrier 98, The transmission 90 can be configured more compactly. However, the speed reduction mechanism 94 of the transmission 90 connects a first sun gear and a second sun gear having different numbers of teeth, a first pinion gear meshing with the first sun gear, and a second pinion gear meshing with the second sun gear. And a planetary gear mechanism including a carrier that holds at least one stepped gear. If a planetary gear mechanism including such a stepped gear is used as the speed reduction mechanism 94, compared to a transmission having a single pinion type planetary gear mechanism that tends to increase the rotation speed of the pinion gear when setting a larger reduction ratio, A larger reduction ratio can be easily set.

また、変速機９０のクラッチＣ１は、第１要素連結状態（Ｒポジション）と第２要素連結状態（Ｌポジション）と第１連結ギヤ列および第２連結ギヤ列の双方が伝達軸９３に連結される両要素連結状態（Ｍポジション）とを選択的に切り替え可能である。従って、クラッチＣ１をＭポジションすなわち両要素連結状態に設定すれば、上述のようにエンジン２２からの動力を固定された変速比で機械的（直接）に駆動軸６０へと伝達することが可能となる。更に、変速機９０のクラッチＣ２は、減速機構９４のキャリア９８が出力ギヤ９９等を介して駆動軸６０に連結される減速機構−駆動軸連結状態（Ｒポジション）と、動力分配統合機構４０のリングギヤ４２が第１連結ギヤ列、第１ギヤ軸９１ａ、出力ギヤ９９等を介して駆動軸６０に連結される直結状態（Ｌポジション）と、減速機構９４のキャリア９８と動力分配統合機構４０のリングギヤ４２とが駆動軸６０に連結される同時連結状態（Ｍポジション）とを選択的に切り替え可能である。従って、クラッチＣ２をＭポジションすなわち同時連結状態に設定しても、エンジン２２からの動力を固定された変速比で機械的（直接）に駆動軸へと伝達することが可能となる。加えて、ハイブリッド自動車２０に設けられているクラッチＣ０は、モータＭＧ１の回転軸たる第１モータ軸４５を回転不能に固定可能なものである。従って、上述のようにモータＭＧ２に接続される動力分配統合機構４０のリングギヤ４２が変速機９０のクラッチＣ２によって駆動軸６０に連結されているときに第１モータ軸４５をクラッチＣ０により回転不能に固定しても、エンジン２２からの動力を固定された変速比で機械的（直接）に駆動軸６０へと伝達することができる。この結果、ハイブリッド自動車２０では、より一層広範な運転領域において動力の伝達効率を良好に向上させることが可能となる。なお、上述のような固定手段は、変速機による最小変速比が設定されるときに動力分配統合機構の反力要素となる要素（実施例ではサンギヤ４１）の回転を固定するものであればよく、変速機の構成によっては、モータＭＧ２の第２モータ軸５５あるいはリングギヤ４２を固定するものとされてもよい。また、固定手段の機能をクラッチＣ０にもたせる代わりに、クラッチＣ０とは別に第１モータ軸４５（サンギヤ４１）あるいは第２モータ軸５５（リングギヤ４２）を固定するブレーキを採用してもよい。   Further, the clutch C1 of the transmission 90 is connected to the transmission shaft 93 in both the first element coupled state (R position), the second element coupled state (L position), and the first coupled gear train and the second coupled gear train. Both element connection states (M positions) can be selectively switched. Accordingly, if the clutch C1 is set to the M position, that is, the two elements are connected, the power from the engine 22 can be mechanically (directly) transmitted to the drive shaft 60 at a fixed gear ratio as described above. Become. Further, the clutch C2 of the transmission 90 includes a reduction mechanism-drive shaft connection state (R position) in which the carrier 98 of the reduction mechanism 94 is connected to the drive shaft 60 via the output gear 99 and the like, and the power distribution integration mechanism 40. A direct connection state (L position) in which the ring gear 42 is connected to the drive shaft 60 via the first connection gear train, the first gear shaft 91a, the output gear 99, etc., and the carrier 98 of the speed reduction mechanism 94 and the power distribution integration mechanism 40 The simultaneous connection state (M position) in which the ring gear 42 is connected to the drive shaft 60 can be selectively switched. Therefore, even if the clutch C2 is set to the M position, that is, the simultaneous connection state, the power from the engine 22 can be mechanically (directly) transmitted to the drive shaft at a fixed gear ratio. In addition, the clutch C0 provided in the hybrid vehicle 20 can fix the first motor shaft 45, which is the rotation shaft of the motor MG1, in a non-rotatable manner. Therefore, as described above, when the ring gear 42 of the power distribution and integration mechanism 40 connected to the motor MG2 is connected to the drive shaft 60 by the clutch C2 of the transmission 90, the first motor shaft 45 cannot be rotated by the clutch C0. Even if fixed, the power from the engine 22 can be mechanically (directly) transmitted to the drive shaft 60 at a fixed gear ratio. As a result, in the hybrid vehicle 20, the power transmission efficiency can be improved satisfactorily in a wider driving range. The fixing means as described above may be any means that fixes the rotation of the element (the sun gear 41 in the embodiment) that becomes the reaction force element of the power distribution and integration mechanism when the minimum speed ratio by the transmission is set. Depending on the configuration of the transmission, the second motor shaft 55 or the ring gear 42 of the motor MG2 may be fixed. Instead of giving the function of the fixing means to the clutch C0, a brake for fixing the first motor shaft 45 (sun gear 41) or the second motor shaft 55 (ring gear 42) may be employed separately from the clutch C0.

そして、実施例のハイブリッド自動車２０は、サンギヤ軸４１ａと第１モータ軸４５、すなわち、サンギヤ４１とモータＭＧ１との接続および当該接続の解除を実行するクラッチＣ０を備えている。これにより、ハイブリッド自動車２０では、クラッチＣ０によるサンギヤ軸４１ａと第１モータ軸４５との接続を解除すれば、動力分配統合機構４０の機能によりエンジン２２を実質的にモータＭＧ１，ＭＧ２や変速機９０から切り離すことが可能となる。従って、ハイブリッド自動車２０では、クラッチＣ０をＲポジションに設定すると共にエンジン２２を停止させれば、モータＭＧ１およびＭＧ２の少なくとも何れかからの動力を変速機９０の変速状態（変速比）の変更を伴って駆動軸６０に効率よく伝達することができる。この結果、ハイブリッド自動車２０では、モータＭＧ１およびＭＧ２に要求される最大トルクを低下させることが可能となり、モータＭＧ１およびＭＧ２のより一層の小型化を図ることができる。ただし、クラッチＣ０は、サンギヤ４１とモータＭＧ１との接続および当該接続の解除を実行するものに限られない。すなわち、クラッチＣ０は、リングギヤ４２（第１要素）と第２モータ軸５５（モータＭＧ２）との接続および当該接続の解除を実行するものであってもよく、エンジン２２のクランクシャフト２６とキャリア４４（第３要素）との接続および当該接続の解除を実行するものであってもよい。   The hybrid vehicle 20 according to the embodiment includes the sun gear shaft 41a and the first motor shaft 45, that is, the clutch C0 that executes connection between the sun gear 41 and the motor MG1 and release of the connection. Thereby, in the hybrid vehicle 20, if the connection between the sun gear shaft 41a and the first motor shaft 45 by the clutch C0 is released, the function of the power distribution and integration mechanism 40 causes the engine 22 to be substantially driven by the motors MG1 and MG2 and the transmission 90. It becomes possible to separate from. Therefore, in the hybrid vehicle 20, if the clutch C0 is set to the R position and the engine 22 is stopped, the power from at least one of the motors MG1 and MG2 is accompanied by a change in the speed change state (speed ratio) of the transmission 90. Thus, it can be efficiently transmitted to the drive shaft 60. As a result, in hybrid vehicle 20, the maximum torque required for motors MG1 and MG2 can be reduced, and further miniaturization of motors MG1 and MG2 can be achieved. However, the clutch C0 is not limited to the one that executes the connection between the sun gear 41 and the motor MG1 and the release of the connection. That is, the clutch C0 may execute connection between the ring gear 42 (first element) and the second motor shaft 55 (motor MG2) and release of the connection, and the crankshaft 26 and the carrier 44 of the engine 22 may be executed. Connection with (third element) and cancellation of the connection may be executed.

また、上述のように、実施例のハイブリッド自動車２０は、ギヤ比ρが値０．５未満とされるシングルピニオン式遊星歯車機構である動力分配統合機構４０を備えているが、このような諸元の動力分配統合機構４０においては、サンギヤ４１に比べてリングギヤ４２に対するエンジン２２からのトルクの分配比率が大きくなる。従って、実施例のように、リングギヤ４２とモータＭＧ２との間に減速ギヤ機構５０を配置することにより、モータＭＧ２の小型化とその動力損失の低減化を図ることが可能となる。また、この場合には、減速ギヤ機構５０の減速比ρｒを動力分配統合機構４０のギヤ比ρ近傍の値とすれば、モータＭＧ１およびＭＧ２の諸元を概ね同一のものとすることが可能となるので、ハイブリッド自動車２０や動力出力装置の生産性を向上させると共にコストの低減化を図ることができる。   Further, as described above, the hybrid vehicle 20 of the embodiment includes the power distribution and integration mechanism 40 that is a single pinion type planetary gear mechanism in which the gear ratio ρ is less than 0.5. In the original power distribution and integration mechanism 40, the torque distribution ratio from the engine 22 to the ring gear 42 is larger than that of the sun gear 41. Therefore, by arranging the reduction gear mechanism 50 between the ring gear 42 and the motor MG2 as in the embodiment, it is possible to reduce the size of the motor MG2 and reduce its power loss. In this case, if the reduction ratio ρr of the reduction gear mechanism 50 is set to a value in the vicinity of the gear ratio ρ of the power distribution and integration mechanism 40, the specifications of the motors MG1 and MG2 can be made substantially the same. Therefore, the productivity of the hybrid vehicle 20 and the power output device can be improved and the cost can be reduced.

図１２は、変形例に係るハイブリッド自動車２０Ａの概略構成図である。同図に示すハイブリッド自動車２０Ａでは、シングルピニオン式遊星歯車機構である動力分配統合機構４０に代えて、外歯歯車のサンギヤ１１と、このサンギヤ１１と同心円上に配置される内歯歯車のリングギヤ１２と、互いに噛合すると共に一方がサンギヤ１１と他方がリングギヤ１２と噛合する２つのピニオンギヤ１３，１４の組を自転かつ公転自在に少なくとも１組保持するキャリア１５とを含むダブルピニオン式遊星歯車機構である動力分配統合機構１０が採用されている。この変形例において、動力分配統合機構１０は、そのギヤ比ρ（サンギヤ１１の歯数をリングギヤ１２の歯数で除した値）がρ＜０．５となるように構成されている。そして、動力分配統合機構の第２要素たるサンギヤ１１には、当該サンギヤ１１からエンジン２２とは反対側に延びるサンギヤ軸１１ａ、クラッチＣ０および第１モータ軸４５を介して第２電動機としてのモータＭＧ１（ロータ）が接続され、第１要素たるキャリア１５には、動力分配統合機構１０とエンジン２２との間に配置される減速ギヤ機構５０および中空の第２モータ軸５５を介してモータＭＧ２（中空のロータ）が接続されている。また、第３要素たるリングギヤ１２には、第２モータ軸５５およびモータＭＧ２を通って延びるリングギヤ軸１２ａおよびダンパ２８を介してエンジン２２のクランクシャフト２６が接続されている。更に、この変形例では、第１従動ギヤ９１と共に第１連結ギヤ列を構成する外歯歯車１６がキャリア１５に対して固定されている。   FIG. 12 is a schematic configuration diagram of a hybrid vehicle 20A according to a modification. In the hybrid vehicle 20A shown in the figure, instead of the power distribution and integration mechanism 40, which is a single pinion planetary gear mechanism, an external gear sun gear 11 and an internal gear ring gear 12 arranged concentrically with the sun gear 11 are shown. And a carrier 15 for holding at least one set of two pinion gears 13 and 14 that mesh with each other and one of which is a sun gear 11 and the other meshes with a ring gear 12 to rotate and revolve. A power distribution and integration mechanism 10 is employed. In this modification, the power distribution and integration mechanism 10 is configured such that the gear ratio ρ (the value obtained by dividing the number of teeth of the sun gear 11 by the number of teeth of the ring gear 12) is ρ <0.5. The sun gear 11 as the second element of the power distribution and integration mechanism includes a motor MG1 as a second electric motor via a sun gear shaft 11a extending from the sun gear 11 to the opposite side of the engine 22, a clutch C0, and the first motor shaft 45. (Rotor) is connected to the carrier 15 as the first element, and the motor MG2 (hollow) is connected to the carrier 15 via the reduction gear mechanism 50 and the hollow second motor shaft 55 arranged between the power distribution and integration mechanism 10 and the engine 22. Rotor) is connected. In addition, the crankshaft 26 of the engine 22 is connected to the ring gear 12 as the third element via a ring gear shaft 12a and a damper 28 extending through the second motor shaft 55 and the motor MG2. Furthermore, in this modification, the external gear 16 that constitutes the first connection gear train together with the first driven gear 91 is fixed to the carrier 15.

このような動力分配統合機構１０を備えたハイブリッド自動車２０Ａにおいても、上述のハイブリッド自動車２０と同様の作用効果を得ることができる。また、ギヤ比ρが値０．５未満とされるダブルピニオン式遊星歯車機構である動力分配統合機構１０を採用した場合、サンギヤ１１に比べてキャリア１５に対するエンジン２２からのトルクの分配比率が大きくなる。従って、図１２の例のように、キャリア１５とモータＭＧ２との間に減速ギヤ機構５０を配置することにより、モータＭＧ２の小型化とその動力損失の低減化を図ることが可能となる。また、この場合には、動力分配統合機構１０のギヤ比をρとしたときに、減速ギヤ機構５０の減速比ρｒをρ／（１−ρ）近傍の値とすれば、モータＭＧ１およびＭＧ２の諸元を概ね同一のものとすることが可能となるので、ハイブリッド自動車２０や動力出力装置の生産性を向上させると共にコストの低減化を図ることができる。ただし、ダブルピニオン式遊星歯車機構である動力分配統合機構１０は、そのギヤ比がρ＞０．５となるように構成されてもよく、この場合、減速ギヤ機構５０は、その減速比が（１−ρ）／ρ近傍の値となるように構成されると共に、サンギヤ１１とモータＭＧ１またはＭＧ２との間に配置されるとよい。   Also in the hybrid vehicle 20 </ b> A provided with such a power distribution and integration mechanism 10, the same operational effects as those of the hybrid vehicle 20 described above can be obtained. Further, when the power distribution and integration mechanism 10 that is a double pinion planetary gear mechanism having a gear ratio ρ less than 0.5 is adopted, the torque distribution ratio from the engine 22 to the carrier 15 is larger than that of the sun gear 11. Become. Therefore, as in the example of FIG. 12, by arranging the reduction gear mechanism 50 between the carrier 15 and the motor MG2, the motor MG2 can be downsized and its power loss can be reduced. In this case, if the gear ratio of the power distribution and integration mechanism 10 is ρ, and the reduction ratio ρr of the reduction gear mechanism 50 is a value in the vicinity of ρ / (1-ρ), the motors MG1 and MG2 Since the specifications can be made substantially the same, the productivity of the hybrid vehicle 20 and the power output device can be improved and the cost can be reduced. However, the power distribution and integration mechanism 10 that is a double pinion planetary gear mechanism may be configured such that the gear ratio satisfies ρ> 0.5. In this case, the reduction gear mechanism 50 has a reduction ratio of ( 1−ρ) / ρ is preferably set to a value in the vicinity of the sun gear 11 and the sun gear 11 and the motor MG1 or MG2.

図１３は、他の変形例に係るハイブリッド自動車２０Ｂの概略構成図である。同図に示すハイブリッド自動車２０Ｂでは、上述のハイブリッド自動車２０のクラッチＣ０の機能をそれぞれ油圧式のアクチュエータ８８により駆動されるクラッチＣ０′とブレーキＢ０とに分担させている。また、ハイブリッド自動車２０Ｂは、上述のクラッチＣ１の機能をそれぞれ油圧式のアクチュエータ８８により駆動されるクラッチＣ１ａおよびＣ１ｂとに分担させると共にクラッチＣ２の機能をそれぞれ油圧式のアクチュエータ８８により駆動されるクラッチＣ２ａおよびＣ２ｂとに分担させた変速機９０Ｂを備えている。すなわち、変形例のハイブリッド自動車２０Ｂでは、クラッチＣ０′を駆動することにより動力分配統合機構４０のサンギヤ４１と第１モータ軸４５（モータＭＧ１）との接続および当該接続の解除を実行することが可能となり、ブレーキＢ０を駆動することによりモータＭＧ１の回転軸たる第１モータ軸４５を回転不能に固定することが可能となる。また、変速機９０ＢのクラッチＣ１ａを繋ぐことにより第１連結ギヤ列や第１ギヤ軸９１ａを介して動力分配統合機構４０の第１要素たるリングギヤ４２と伝達軸９３とが連結される第１要素連結状態を実現可能となり、クラッチＣ１ｂを繋ぐことにより第２連結ギヤ列や第２ギヤ軸９２ａを介して動力分配統合機構４０の第２要素たるサンギヤ４１と伝達軸９３とが連結される第２要素連結状態を実現可能となり、クラッチＣ１ａおよびＣ１ｂの双方を繋ぐことにより第１ギヤ軸９１ａと第２ギヤ軸９２ａとの双方すなわち動力分配統合機構４０のリングギヤ４２とサンギヤ４１との双方が伝達軸９３（減速機構９４）に連結される両要素連結状態を実現可能となる。更に、変速機９０ＢのクラッチＣ２ａを繋ぐことによりキャリア軸９８ａすなわち減速機構９４が出力ギヤ軸９９ａや出力ギヤ９９等を介して駆動軸６０に連結される減速機構−駆動軸連結状態を実現可能となり、クラッチＣ２ｂを繋ぐことにより動力分配統合機構４０のリングギヤ４２が第１連結ギヤ列、第１ギヤ軸９１ａ、出力ギヤ軸９９ａ、出力ギヤ９９等を介して駆動軸６０に連結される直結状態を実現可能となり、クラッチＣ２ａおよびＣ２ｂの双方を繋ぐことによりキャリア軸９８ａ（減速機構９４）と第１ギヤ軸９１ａとの双方が出力ギヤ軸９９ａや出力ギヤ９９等を介して駆動軸６０に連結される同時連結状態を実現可能となる。図１４にハイブリッド自動車２０Ｂの走行時におけるクラッチＣ０′、ブレーキＢ０、変速機９０ＢのクラッチＣ１ａ，Ｃ１ｂ，Ｃ２ａ，Ｃ２ｂのクラッチポジション等の設定状態を示す。このように、油圧式のクラッチＣ０′およびブレーキＢ０と、油圧式のクラッチＣ１ａ，Ｃ１ｂ，Ｃ２ａ，Ｃ２ｂを含む変速機９０Ｂとを備えたハイブリッド自動車２０Ｂにおいても、上述のハイブリッド自動車２０，２０Ａと同様の作用効果を得ることができる。   FIG. 13 is a schematic configuration diagram of a hybrid vehicle 20B according to another modification. In the hybrid vehicle 20B shown in the figure, the function of the clutch C0 of the hybrid vehicle 20 described above is shared by the clutch C0 'and the brake B0, which are driven by a hydraulic actuator 88, respectively. Further, the hybrid vehicle 20B shares the function of the clutch C1 with the clutches C1a and C1b driven by the hydraulic actuator 88, and the clutch C2a driven by the hydraulic actuator 88 with the function of the clutch C2. And a transmission 90B shared with C2b. That is, in the hybrid vehicle 20B of the modified example, it is possible to connect and release the connection between the sun gear 41 of the power distribution and integration mechanism 40 and the first motor shaft 45 (motor MG1) by driving the clutch C0 ′. Thus, by driving the brake B0, the first motor shaft 45, which is the rotation shaft of the motor MG1, can be fixed in a non-rotatable manner. Further, by connecting the clutch C1a of the transmission 90B, the first element in which the ring gear 42 as the first element of the power distribution and integration mechanism 40 and the transmission shaft 93 are connected via the first connecting gear train and the first gear shaft 91a. The connected state can be realized, and the transmission gear 93 is connected to the sun gear 41 as the second element of the power distribution and integration mechanism 40 via the second connection gear train and the second gear shaft 92a by connecting the clutch C1b. By connecting both the clutches C1a and C1b, both the first gear shaft 91a and the second gear shaft 92a, that is, both the ring gear 42 and the sun gear 41 of the power distribution and integration mechanism 40 are connected to the transmission shaft. Both element connection states connected to 93 (deceleration mechanism 94) can be realized. Further, by connecting the clutch C2a of the transmission 90B, it is possible to realize a reduction mechanism-drive shaft connection state in which the carrier shaft 98a, that is, the reduction mechanism 94 is connected to the drive shaft 60 via the output gear shaft 99a, the output gear 99, and the like. By connecting the clutch C2b, the ring gear 42 of the power distribution and integration mechanism 40 is connected directly to the drive shaft 60 via the first connection gear train, the first gear shaft 91a, the output gear shaft 99a, the output gear 99, and the like. By connecting both the clutches C2a and C2b, both the carrier shaft 98a (reduction mechanism 94) and the first gear shaft 91a are coupled to the drive shaft 60 via the output gear shaft 99a, the output gear 99, and the like. Simultaneous connection state can be realized. FIG. 14 shows the setting states of the clutch positions of the clutch C0 ′, the brake B0, the clutches C1a, C1b, C2a, and C2b of the transmission 90B when the hybrid vehicle 20B is traveling. As described above, the hybrid vehicle 20B including the hydraulic clutch C0 ′ and the brake B0 and the transmission 90B including the hydraulic clutches C1a, C1b, C2a, and C2b is similar to the above-described hybrid vehicles 20 and 20A. The effect of this can be obtained.

なお、上述のハイブリッド自動車２０，２０Ａ，２０Ｂにおいて、サンギヤ４１とモータＭＧ１との接続および当該接続の解除を実行する機構や、第１モータ軸４５（サンギヤ４１）または第２モータ軸５５（リングギヤ４２）を固定する機構、減速ギヤ機構５０の何れかまたはすべてを省略してもよい。また、上述のハイブリッド自動車２０，２０Ａ，２０Ｂは、何れも前輪駆動ベースの４輪駆動車両として構成されてもよい。更に、上記実施例においては、動力出力装置をハイブリッド自動車２０，２０Ａ，２０Ｂに搭載されるものとして説明したが、本発明による動力出力装置は、自動車以外の車両や船舶、航空機などの移動体に搭載されるものであってもよく、建設設備などの固定設備に組み込まれるものであってもよい。   In the hybrid vehicles 20, 20A, 20B described above, a mechanism for connecting and releasing the sun gear 41 and the motor MG1, or the first motor shaft 45 (sun gear 41) or the second motor shaft 55 (ring gear 42). ) Or a reduction gear mechanism 50 may be omitted or omitted. Further, any of the above-described hybrid vehicles 20, 20A, 20B may be configured as a four-wheel drive vehicle based on a front wheel drive. Furthermore, in the said Example, although demonstrated that the power output device was mounted in the hybrid vehicles 20, 20A, 20B, the power output device by this invention is mobile vehicles, such as vehicles other than a motor vehicle, a ship, and an aircraft. It may be mounted, or may be incorporated in a fixed facility such as a construction facility.

以上、実施例を用いて本発明の実施の形態について説明したが、本発明は上記実施例に何ら限定されるものではなく、本発明の要旨を逸脱しない範囲内において、様々な変更をなし得ることはいうまでもない。   The embodiments of the present invention have been described above using the embodiments. However, the present invention is not limited to the above embodiments, and various modifications can be made without departing from the scope of the present invention. Needless to say.

本発明の実施例に係るハイブリッド自動車２０の概略構成図である。1 is a schematic configuration diagram of a hybrid vehicle 20 according to an embodiment of the present invention. 実施例のハイブリッド自動車２０をエンジン２２の運転を伴って走行させる場合に車速変化に応じて変速機９０の変速比をシフトアップ方向に変化させていくときの動力分配統合機構４０および変速機９０の主たる要素の回転数やトルクの関係を例示する説明図である。When the hybrid vehicle 20 of the embodiment is driven with the operation of the engine 22, the power distribution and integration mechanism 40 and the transmission 90 of the transmission 90 when the gear ratio of the transmission 90 is changed in the upshift direction according to the change in the vehicle speed. It is explanatory drawing which illustrates the relationship between the rotation speed and torque of a main element. 図２と同様の説明図である。It is explanatory drawing similar to FIG. 図２と同様の説明図である。It is explanatory drawing similar to FIG. 図２と同様の説明図である。It is explanatory drawing similar to FIG. 図２と同様の説明図である。It is explanatory drawing similar to FIG. 図２と同様の説明図である。It is explanatory drawing similar to FIG. 実施例のハイブリッド自動車２０の走行時におけるクラッチＣ０や変速機９０のクラッチＣ１およびＣ２のクラッチポジションの設定状態を示す図表である。It is a graph which shows the setting state of the clutch position of the clutch C0 and the clutches C1 and C2 of the transmission 90 at the time of driving | running | working of the hybrid vehicle 20 of an Example. モータＭＧ１が発電機として機能すると共にモータＭＧ２が電動機として機能するときの動力分配統合機構４０の各要素と減速ギヤ機構５０の各要素とにおける回転数やトルクの関係を表す共線図の一例を示す説明図である。An example of a collinear diagram showing the relationship between the rotational speed and torque in each element of the power distribution and integration mechanism 40 and each element of the reduction gear mechanism 50 when the motor MG1 functions as a generator and the motor MG2 functions as an electric motor. It is explanatory drawing shown. モータＭＧ２が発電機として機能すると共にモータＭＧ１が電動機として機能するときの動力分配統合機構４０の各要素と減速ギヤ機構５０の各要素とにおける回転数やトルクの関係を表す共線図の一例を示す説明図である。An example of a collinear diagram showing the relationship between the rotational speed and torque in each element of the power distribution and integration mechanism 40 and each element of the reduction gear mechanism 50 when the motor MG2 functions as a generator and the motor MG1 functions as an electric motor. It is explanatory drawing shown. 実施例のハイブリッド自動車２０におけるモータ走行モードを説明するための説明図である。It is explanatory drawing for demonstrating the motor driving mode in the hybrid vehicle 20 of an Example. 変形例のハイブリッド自動車２０Ａの概略構成図である。It is a schematic block diagram of the hybrid vehicle 20A of a modification. 変形例のハイブリッド自動車２０Ｂの概略構成図である。It is a schematic block diagram of the hybrid vehicle 20B of the modification. 変形例のハイブリッド自動車２０Ｂの走行時におけるクラッチＣ０′、ブレーキＢ０、変速機９０ＢのクラッチＣ１ａ，Ｃ１ｂ，Ｃ２ａ，Ｃ２ｂのクラッチポジション等の設定状態を示す図表である。10 is a chart showing a setting state of a clutch position of a clutch C0 ′, a brake B0, and clutches C1a, C1b, C2a, and C2b of a transmission 90B when the hybrid vehicle 20B according to a modification is running.

符号の説明Explanation of symbols

２０，２０Ａ，２０Ｂ ハイブリッド自動車、２２ エンジン、２４ エンジン用電子制御ユニット（エンジンＥＣＵ）、２６ クランクシャフト、２８ ダンパ、３０ モータ用電子制御ユニット（モータＥＣＵ）、３１，３２ インバータ、３３，３４ 回転位置検出センサ、３５ バッテリ、３６ バッテリ用電子制御ユニット（バッテリＥＣＵ）、３７ 温度センサ、３９ 電力ライン、４０，１０ 動力分配統合機構、４１，１１、５１、９５ サンギヤ、４１ａ，１１ａ サンギヤ軸、４２，１２，５２，９６ リングギヤ、１２ａ リングギヤ軸、４３，１３，１４，５３，９７ ピニオンギヤ、４４，１５，５４，９８ キャリア、１６ 外歯歯車、４４ａ，９８ａ キャリア軸、４５ 第１モータ軸、４６ 固定用ドグ、４７ 駆動ギヤ、５０ 減速ギヤ機構、５５ 第２モータ軸、６０ 駆動軸、６１ ギヤ機構、６２ デファレンシャルギヤ、６３ａ，６３ｂ 前輪、７０ ハイブリッド用電子制御ユニット（ハイブリッドＥＣＵ）、７２ ＣＰＵ、７４ ＲＯＭ、７６ ＲＡＭ、８０ イグニッションスイッチ、８１ シフトレバー、８２ シフトポジションセンサ、８３ アクセルペダル、８４ アクセルペダルポジションセンサ、８５ ブレーキペダル、８６ ブレーキペダルポジションセンサ、８７ 車速センサ、８８，１００，１０１，１０２ アクチュエータ、９０，９０Ｂ 変速機、９１ 第１従動ギヤ、９１ａ 第１ギヤ軸、９２ 第２従動ギヤ、９２ａ 第２ギヤ軸、９３ 伝達軸、９４ 減速機構、９９ 出力ギヤ、９９ａ 出力ギヤ軸、Ｂ０ ブレーキ、Ｃ０，Ｃ１，Ｃ２，Ｃ１ａ，Ｃ１ｂ，Ｃ２ａ，Ｃ２ｂ クラッチ、ＭＧ１，ＭＧ２ モータ。   20, 20A, 20B Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 motor electronic control unit (motor ECU), 31, 32 inverter, 33, 34 rotational position Detection sensor, 35 battery, 36 battery electronic control unit (battery ECU), 37 temperature sensor, 39 power line, 40, 10 power distribution integration mechanism, 41, 11, 51, 95 sun gear, 41a, 11a sun gear shaft, 42, 12, 52, 96 Ring gear, 12a Ring gear shaft, 43, 13, 14, 53, 97 Pinion gear, 44, 15, 54, 98 Carrier, 16 External gear, 44a, 98a Carrier shaft, 45 First motor shaft, 46 Fixed Dog, 47 drive gear, 0 reduction gear mechanism, 55 second motor shaft, 60 drive shaft, 61 gear mechanism, 62 differential gear, 63a, 63b front wheel, 70 electronic control unit for hybrid (hybrid ECU), 72 CPU, 74 ROM, 76 RAM, 80 ignition Switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 87 vehicle speed sensor, 88, 100, 101, 102 actuator, 90, 90B transmission, 91 1st driven gear, 91a 1st gear shaft, 92 2nd driven gear, 92a 2nd gear shaft, 93 transmission shaft, 94 reduction mechanism, 99 output gear, 99a output gear shaft, B0 brake, C0, C1, C2 C1a, C1b, C2a, C2b clutch, MG1, MG2 motor.

Claims (15)

駆動軸に動力を出力する動力出力装置であって、
内燃機関と、
動力を入出力可能な第１電動機と、
動力を入出力可能な第２電動機と、
前記第１電動機の回転軸に接続される第１要素と前記第２電動機の回転軸に接続される第２要素と前記内燃機関の機関軸に接続される第３要素とを含むと共にこれら３つの要素が互いに差動回転できるように構成された動力分配統合機構と、
伝達軸と、この伝達軸に前記動力分配統合機構の前記第１要素と前記第２要素とを選択的に連結可能な第１連結手段と、前記伝達軸に接続される入力要素と出力要素とを有すると共に前記伝達軸からの動力を所定の変速比で変速して前記出力要素から出力可能な変速機構と、前記変速機構の前記出力要素と前記動力分配統合機構の前記第１および第２要素の少なくとも何れか一方とを前記駆動軸に選択的に連結可能な第２連結手段とを含む変速伝達手段と、
を備える動力出力装置。 A power output device that outputs power to a drive shaft,
An internal combustion engine;
A first electric motor capable of inputting and outputting power;
A second electric motor capable of inputting and outputting power;
A first element connected to the rotating shaft of the first electric motor, a second element connected to the rotating shaft of the second electric motor, and a third element connected to the engine shaft of the internal combustion engine. A power distribution and integration mechanism configured to allow the elements to differentially rotate relative to each other;
A transmission shaft; first coupling means capable of selectively coupling the first element and the second element of the power distribution and integration mechanism to the transmission shaft; an input element and an output element connected to the transmission shaft; And a transmission mechanism capable of shifting the power from the transmission shaft at a predetermined transmission ratio and outputting it from the output element, the output element of the transmission mechanism, and the first and second elements of the power distribution and integration mechanism Shift transmission means including second connection means capable of selectively connecting at least one of the drive shaft and the drive shaft;
A power output device comprising: 前記変速伝達手段の前記伝達軸は前記第１および第２電動機の回転軸と概ね平行に延在し、前記第１および第２電動機は前記内燃機関と概ね同軸に配置され、前記動力分配統合機構は前記第１電動機と前記第２電動機との間に両電動機と概ね同軸に配置される請求項１に記載の動力出力装置。   The transmission shaft of the shift transmission means extends substantially parallel to the rotation shafts of the first and second electric motors, the first and second electric motors are arranged substantially coaxially with the internal combustion engine, and the power distribution and integration mechanism The power output device according to claim 1, wherein the power output device is disposed between the first motor and the second motor and substantially coaxial with both motors. 前記変速伝達手段の前記第１連結手段は、前記第１要素に連結される第１平行軸式ギヤ列と、前記第２要素に連結される第２平行軸式ギヤ列と、前記第１平行軸式ギヤ列と前記伝達軸とが連結される第１要素連結状態と前記第２平行軸式ギヤ列と前記伝達軸とが連結される第２要素連結状態とを選択的に切り替え可能な切替手段とを含む請求項１または２に記載の動力出力装置。   The first connection means of the speed change transmission means includes a first parallel-shaft gear train connected to the first element, a second parallel-shaft gear train connected to the second element, and the first parallel Switching capable of selectively switching between a first element coupling state in which the shaft gear train and the transmission shaft are coupled and a second element coupling state in which the second parallel shaft gear train and the transmission shaft are coupled. The power output apparatus according to claim 1 or 2, comprising means. 前記第１連結手段の前記切替手段は、前記第１要素連結状態と前記第２要素連結状態と前記第１平行軸式ギヤ列および前記第２平行軸式ギヤ列の双方が前記伝達軸に連結される両要素連結状態とを選択的に切り替え可能である請求項３に記載の動力出力装置。   The switching means of the first connecting means is configured such that both the first element connected state, the second element connected state, the first parallel shaft type gear train and the second parallel shaft type gear train are connected to the transmission shaft. The power output apparatus according to claim 3, wherein the two element connected states can be selectively switched. 前記変速伝達手段の前記第２連結手段は、前記変速機構の前記出力要素と前記駆動軸とが連結される変速機構−駆動軸連結状態と、前記動力分配統合機構の前記第１および第２要素の何れか一方と前記駆動軸とが連結される直結状態と、前記変速機構の前記出力要素と前記動力分配統合機構の前記第１および第２要素の何れか一方とが前記駆動軸に連結される同時連結状態とを選択的に切り替え可能である請求項１から４の何れかに記載の動力出力装置。   The second connecting means of the speed change transmission means includes a speed change mechanism-drive shaft connection state in which the output element of the speed change mechanism and the drive shaft are connected, and the first and second elements of the power distribution and integration mechanism. Any one of the first and second elements of the power distribution and integration mechanism is connected to the drive shaft, and the output element of the speed change mechanism and the first and second elements of the power distribution and integration mechanism are connected to the drive shaft. The power output device according to any one of claims 1 to 4, wherein the simultaneous connection state can be selectively switched. 前記第１電動機の回転軸と前記第２電動機の回転軸との何れか一方を回転不能に固定可能な固定手段を更に備える請求項１から５の何れかに記載の動力出力装置。   The power output apparatus according to any one of claims 1 to 5, further comprising a fixing unit capable of fixing any one of the rotating shaft of the first motor and the rotating shaft of the second motor to be non-rotatable. 前記第１電動機と前記第１要素との接続および該接続の解除と、前記第２電動機と前記第２要素との接続および該接続の解除と、前記内燃機関と前記第３要素との接続および該接続の解除との何れかを実行可能な接続断接手段を更に備える請求項１から６の何れかに記載の動力出力装置。   Connection between the first motor and the first element and release of the connection; connection between the second motor and the second element; release of the connection; connection between the internal combustion engine and the third element; The power output apparatus according to any one of claims 1 to 6, further comprising connection / disconnection means capable of executing either of the release of the connection. 前記変速伝達手段の前記変速機構は、前記伝達軸から前記入力要素に入力された動力を所定の減速比で減速して前記出力要素から出力可能な減速機構である請求項１から７の何れかに記載の動力出力装置。   The speed change mechanism of the speed change transmission means is a speed reduction mechanism capable of decelerating the power input from the transmission shaft to the input element at a predetermined reduction ratio and outputting the power from the output element. The power output device described in 1. 前記変速伝達手段の前記変速機構は、３要素式遊星歯車機構である請求項１から８の何れかに記載の動力出力装置。   The power output apparatus according to any one of claims 1 to 8, wherein the speed change mechanism of the speed change transmission means is a three-element planetary gear mechanism. 前記動力分配統合機構の前記第１および第２要素のうちの前記機関軸に接続される前記第３要素からより大きなトルクが入力される一方は、前記第１電動機または前記第２電動機の回転軸の回転を減速する減速手段を介して前記第１電動機または前記第２電動機に接続される請求項１から９の何れかに記載の動力出力装置。   One of the first and second elements of the power distribution and integration mechanism to which a larger torque is input from the third element connected to the engine shaft is the rotation shaft of the first motor or the second motor. The power output device according to any one of claims 1 to 9, wherein the power output device is connected to the first electric motor or the second electric motor via a decelerating unit that decelerates the rotation of the motor. 請求項１０に記載の動力出力装置において、
前記動力分配統合機構は、サンギヤと、リングギヤと、前記サンギヤおよび前記リングギヤの双方と噛合するピニオンギヤを少なくとも１つ保持するキャリアとを含むシングルピニオン式遊星歯車機構であり、前記第１要素は前記サンギヤおよび前記リングギヤの何れか一方であると共に前記第２要素は前記サンギヤおよび前記リングギヤの他方であり、前記第３要素は前記キャリアであり、
前記サンギヤの歯数を前記リングギヤの歯数で除した値である前記動力分配統合機構のギヤ比をρとしたときに、前記減速手段は、減速比がρ近傍の値となるように構成されると共に前記第１または第２電動機と前記リングギヤとの間に配置される動力出力装置。 The power output apparatus according to claim 10,
The power distribution and integration mechanism is a single pinion type planetary gear mechanism including a sun gear, a ring gear, and a carrier that holds at least one pinion gear that meshes with both the sun gear and the ring gear, and the first element is the sun gear. And the second element is the other of the sun gear and the ring gear, and the third element is the carrier.
When the gear ratio of the power distribution and integration mechanism, which is a value obtained by dividing the number of teeth of the sun gear by the number of teeth of the ring gear, is ρ, the reduction means is configured so that the reduction ratio becomes a value in the vicinity of ρ. And a power output device disposed between the first or second electric motor and the ring gear. 請求項１０に記載の動力出力装置において、
前記動力分配統合機構は、サンギヤと、リングギヤと、互いに噛合すると共に一方が前記サンギヤと他方が前記リングギヤと噛合する２つのピニオンギヤの組を少なくとも１組保持するキャリアとを含むダブルピニオン式遊星歯車機構であり、前記第１要素は前記サンギヤおよび前記キャリアの何れか一方であると共に前記第２要素は前記サンギヤおよび前記キャリアの他方であり、前記第３要素は前記リングギヤである動力出力装置。 The power output apparatus according to claim 10,
The power distribution and integration mechanism includes a sun gear, a ring gear, and a double pinion planetary gear mechanism that includes a carrier that holds at least one set of two pinion gears that mesh with each other and one meshes with the sun gear and the other with the ring gear. The first element is one of the sun gear and the carrier, the second element is the other of the sun gear and the carrier, and the third element is the ring gear. 請求項１２に記載の動力出力装置において、
前記動力分配統合機構は、前記サンギヤの歯数を前記リングギヤの歯数で除した値である該動力分配統合機構のギヤ比をρとしたときに、ρ＜０．５となるように構成され、前記減速手段は、減速比がρ／（１−ρ）近傍の値となるように構成されると共に前記第１電動機または前記第２電動機と前記キャリアとの間に配置される動力出力装置。 The power output device according to claim 12,
The power distribution and integration mechanism is configured such that ρ <0.5, where ρ is a gear ratio of the power distribution and integration mechanism, which is a value obtained by dividing the number of teeth of the sun gear by the number of teeth of the ring gear. The speed reduction means is configured to have a speed reduction ratio in the vicinity of ρ / (1−ρ) and is arranged between the first motor or the second motor and the carrier. 請求項１２に記載の動力出力装置において、
前記動力分配統合機構は、前記サンギヤの歯数を前記リングギヤの歯数で除した値である該動力分配統合機構のギヤ比をρとしたときに、ρ＞０．５となるように構成され、前記減速手段は、減速比が（１−ρ）／ρ近傍の値となるように構成されると共に前記第１電動機または前記第２電動機と前記サンギヤとの間に配置される動力出力装置。 The power output device according to claim 12,
The power distribution and integration mechanism is configured such that ρ> 0.5 when the gear ratio of the power distribution and integration mechanism, which is a value obtained by dividing the number of teeth of the sun gear by the number of teeth of the ring gear, is ρ. The power reduction device is configured such that the speed reduction ratio is a value in the vicinity of (1-ρ) / ρ, and is disposed between the first motor or the second motor and the sun gear. 請求項１から１４の何れかに記載の動力出力装置を備え、前記駆動軸からの動力により駆動される駆動輪を含むハイブリッド自動車。   A hybrid vehicle comprising the power output device according to claim 1 and including drive wheels driven by power from the drive shaft.
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